BRIDGE OF EARN TRANSPORT APPRAISAL – CASE FOR CHANGE 05 26 107754... · 2020. 6. 11. · bridge of earn transport appraisal case for change 107754 final report 12/03/2020 page 5/101

Bridge of Earn Transport Appraisal 12/03/2020

Reference number 107754

BRIDGE OF EARN TRANSPORT APPRAISAL – CASE FORCHANGE

Bridge of Earn Transport Appraisal

Case for Change 107754

Final Report 12/03/2020 Page 2/ 101

BRIDGE OF EARN TRANSPORT APPRAISALCASE FOR CHANGE

IDENTIFICATION TABLE

Client/Project owner TACTRAN

Project Bridge of Earn Transport Appraisal

Study Case for Change

Type of document Final Report

Date 12/03/2020


Number of pages 101

APPROVAL

Version Name Position Date Version

1 Author Jana Haspicova Principal Consultant 09/01/2019 Draft

2 Author Jana Haspicova Principal Consultant 20/02/2019 Draft V2

3 AuthorJana HaspicovaRalph Anderson

Principal ConsultantAssociate

05/03/2019 Draft V3

4 AuthorJana HaspicovaRalph Anderson


18/03/2019 Draft V4

5 AuthorClaire MackayRalph Anderson


29/03/2019 Draft V5

6

AuthorClaire MackayRalph Anderson


15/04/2019

Final DraftChecked by Claire Mackay Principal Consultant 15/04/2019

Approved by Iain Clement Associate Director 15/04/2019

7

Author Claire Mackay Principal Consultant 12/03/2020 FinalfollowingTScomments

Checked by Iain Clement Associate Director 12/03/2020

Approved by Neill Birch Director 12/03/2020



Final Report 12/03/2020 Page 4/101




TABLE OF CONTENTS

EXECUTIVE SUMMARY 9

1. INTRODUCTION 15

1.1 OVERVIEW 15

2. METHODOLOGY 17

2.1 SCOTTISH TRANSPORT APPRAISAL GUIDANCE (STAG) 17

2.2 STAKEHOLDER ENGAGEMENT 17

2.3 COLLATION OF BASELINE DATA 18

2.4 PROJECT STEERING GROUP 18

3. POLICY 19

3.1 OVERVIEW 19

3.2 NATIONAL POLICIES AND PLANS 19

3.3 REGIONAL POLICIES AND PLANS 23

3.4 LOCAL POLICIES AND PLANS 26

3.5 POLICY SUMMARY 34

4. SOCIO-ECONOMIC CONTEXT 37

4.1 OVERVIEW 37

4.2 POPULATION 39

4.3 SCOTTISH INDEX OF MULTIPLE DEPRIVATION 41

4.4 CAR AVAILABILITY 42

4.5 ECONOMIC ACTIVITY 42

4.6 EMPLOYMENT AND TRAVEL TO WORK 44

4.7 ACCESSIBILITY 48

4.8 SOCIO-ECONOMIC SUMMARY 49

5. TRANSPORT NETWORK 51

5.1 OVERVIEW 51

5.2 WALKING AND CYCLING 51

5.3 PUBLIC TRANSPORT: BUS 55

5.4 TRAVEL TO WORK BY BUS 57

5.5 PUBLIC TRANSPORT: PARK AND RIDE 60

5.6 PUBLIC TRANSPORT: RAIL 61

5.7 RAIL USER SURVEYS 64




5.8 NETWORK RAIL: SCOTLAND ROUTE STUDY 65

5.9 PUBLIC TRANSPORT AND CAR JOURNEY TIME COMPARISON 65

5.10 TRANSPORT NETWORK: ROAD 67

5.11 AIR QUALITY MANAGEMENT AREA 69

5.12 PERTH TRANSPORT FUTURES – MEASURES 70

5.13 SUMMARY OF TRANSPORT NETWORK 70

6. CONSULTATION 73

6.1 WORKSHOP CONSULTATION 73

6.2 WORKSHOPS 73

6.3 PERTH AND KINROSS COUNCIL EMPLOYEE TRAVEL TO WORK SURVEY 73

6.4 SUMMARY OF KEY FINDINGS 76

7. PROBLEMS, OPPORTUNITIES, ISSUES AND CONSTRAINTS 79

7.1 OVERVIEW 79

7.2 PROBLEMS 79

7.3 OPPORTUNITIES 82

7.4 ISSUES 83

7.5 CONSTRAINTS 83

7.6 SUMMARY 84

8. TRANSPORT PLANNING OBJECTIVES 87

8.1 OVERVIEW 87

8.2 STUDY OBJECTIVES 87

8.3 STAG CRITERIA 88

9. OPTION GENERATION 91

9.1 OVERVIEW 91

9.2 OPTION GENERATION PROCESS 91

9.3 OPTION GENERATION 91

10. DO-MINIMUM 97

11. SUMMARY & FINDINGS 99




LIST OF FIGURES

Figure 1. Study Area 16Figure 2. TAYPlan Strategic Development Areas 24Figure 3. Oudenarde Masterplan 27Figure 4. LDP Sites in Bridge of Earn and Oudenarde 29Figure 5. Perth West Site Location (Source: Perth West Masterplan Framework) 30Figure 6. Intermediate Zone Groupings 39Figure 7. SIMD Geographic Access Deciles 41Figure 8. Census 2011 Households with No Access to a Car/Van (%) 42Figure 9. Census 2011 Households Economically Active: Unemployed (%) 43Figure 10. Origins of Perth City Employees 45Figure 11. Perth City Residents – Place of Work 47Figure 12. Method of Travel to Place of Work or Place of Study 47Figure 13. Comparison of Distance Travelled to Work Place 48Figure 14. Accessibility to Key Employment Centres (Tactran RTS Monitoring) 49Figure 15. Core Paths Plan (Perth and Kinross Council, 2017) 52Figure 16. National Cycling Network Passing Through Perth and Kinross Council (Sustrans, 2018) 53Figure 17. Map of Core Routes Alignment Options (Perth Cycling Masterplan, 2018) 54Figure 18. Bus Services Operated by Stagecoach in Perth City (Stagecoach, 2018) 55Figure 19. Households within 800m of Bus Stop 2011/12 (PKC, 2018) 57Figure 20. Datashine – Bus Commuters from Bridge of Earn to Place of Work 58Figure 21. Datashine - Commuters Using all modes from Bridge of Earn to Place of Work 58Figure 22. Bridge of Earn – Bus Stop Locations 59Figure 23. LDP2 Strategy Map: A Connected Place (P&K Council, Proposed P&K LDP2, 2017, p97) 61Figure 24. Entries and Exits Time Series for Perth and Ladybank rail stations 62Figure 25. Journey Time Comparisons 66Figure 26. Road Network Around Perth 67Figure 27. Observed Congestion – PM (August 2009), Shaping Perth’s Transport Future 68Figure 28. Speed Difference Between AM and IP – 2017 INRIX Data 69Figure 29. Mode of Travel to Work 74Figure 30. Main Reasons for Driving to Work? 74Figure 31. How Often do You Find Yourself Stuck in Unacceptable Congestion? 75Figure 32. How Could Public Transport Options be Made More Inviting for You? 76Figure 33. Journey Time Comparisons 81Figure 34. Problems, Opportunities, Issues and Constraints Mapped to TPOs 89Figure 35. Option generation 92




LIST OF TABLES

Table 1. Options Recommended for Initial Appraisal 13Table 2. Population Growth and Projections in Perth and Kinross 40Table 3. Study Area Population Estimate (2018) 40Table 4. Population – Age Demographic 40Table 5. Economically Active Population and Rate (Annual Population Survey) 43Table 6. Average Household Income 44Table 7. Travel to Work Origins for Employees working in Perth City 44Table 8. Census Travel to Work Destinations for Perth City Residents 46Table 9. Bridge of Earn Bus Services 56Table 10. Use of Local Bus Services in Perth and Kinross & Scotland from 2014– 2017 (%) 60Table 11. Park and Ride Facilities (Perth and Kinross Council, 2018) 60Table 12. Use of local train services in Perth and Kinross and Scotland from 2014 – 2017 (%) 62Table 13. Perth Key Statistics 64Table 14. Journey Time Comparisons 66Table 15. Public Transport Provision 76Table 16. Option Generation and Sifting 93

LIST OF APPENDICES

Appendix A – Steering Group WorkshopAppendix B - Stakeholder WorkshopAppendix C – Steering Group Workshop PresentationAppendix D – Option GenerationAppendix E – Environmental Baseline




EXECUTIVE SUMMARY

Overview

SYSTRA was commissioned by regional transport partnership Tactran to collate the evidence behind aCase for Change to undertake a transport appraisal of Bridge of Earn/Oudenarde. This study has aparticular focus on sustainable travel to Perth, Edinburgh and Fife.

Improving sustainable transport to/from Bridge of Earn has been the focus for a number of recentstudies, and this transport appraisal seeks to collate, review, and progress this agenda. The Local RailDevelopment Fund is a £2 million Scottish Government fund with the aim of providing funding toconsider community led options to improve local rail connections. The Bridge of Earn study area hasbeen awarded a proportion of this fund.

The purpose of this Case for Change report has been to review existing data and policy, consult withrelevant stakeholders, and present the problems, opportunities, issues and constraints related totransport in the Bridge of Earn/Oudenarde area and with a particular focus on movements to Perth,Edinburgh, and Fife by sustainable modes.

The Identification of Problems, Opportunities, Issues and Constraints

The identification of problems, opportunities, issues and constraints has been informed by thestakeholder engagement programme which involved a workshop session with local representativesincluding elected members, community councils, public transport operators and council officers. Thiswas supported by outputs from a Perth and Kinross Council Staff Travel Survey which gave recent viewson transport in and around the study area.

The process highlighted the following:

Socio-Economic Factors:

Population in the Perth and Kinross Council area is projected to increaseabove the national average;

Bridge of Earn has a higher proportion of under 16 and 16-64 populationcompared to the national average, suggesting a concentration of familiesin the area;

Nine zones in the 20% most deprived in Scotland are located in the PerthCity area, no zones are located in Bridge of Earn, however, lookingspecifically at Geographical Access, two of the zones on the edge of Bridgeof Earn are considered to be in the 20% most deprived;

The number of households with no access to a car is significantly below theScottish average in Bridge of Earn, 12% compared to 34% suggesting areliance on car for travel;

11% of Perth’s employees travel from Bridge of Earn, Edinburgh and Fifeand car is the dominant mode and considerably above the Scottish average(85-94% compared to the Scottish average of 56%);




13% of Perth City employees travel from Bridge of Earn by bus which isabove the Scottish average of 10%;

Four percent of Perth City residents work in Bridge of Earn (1%), Fife (2%)and Edinburgh (1%); and

The figures show that for longer journeys to work, and particularly wherethere is a constraint at the destination, for example, parking charges inEdinburgh city centre, then there is a propensity to use public transport.

Bus:

The corridor is served by local and strategic bus services by Stagecoach andCitylink. Bridge of Earn has peak time express services to Fife andEdinburgh and a regular bus service to Perth. In the southbound direction,there are connections to Auchterarder and Glenrothes. The combinedservices result in a service between Bridge of Earn and Perth approximatelyevery 15-20 minutes (Mon-Fri 0800-1800).

Although there is a regular bus service to Perth the proportion of Bridge ofEarn residents using it to access work in Perth remains small (althoughcomparable with eth Scottish average). Datashine outputs show that bustravel is not attractive for those travelling to work outside of Perth CityCentre due to the majority of services terminating at Perth Bus Stationand/or not serving the second most popular work destination in Perth -Hillyland, Tulloch and Inveralmond.

In 2017, “everyday use or almost every day use” of local bus services inPerth and Kinross has increased by 1.6% when compared to 2014.

Rail

Bridge of Earn is located on the Edinburgh to Perth railway line and waspreviously served by a station which closed in 1964.

Improved journey times to Edinburgh from Perth are identified in theScottish Government’s Strategic Transport Projects (Project 17).

Office of Rail and Road reporting growths in entries and exits at Perth andLadybank of 243% and 329% respectively since 1997-98.

Cycling:

Perth Cycling Masterplan identified the corridor from Bridge of Earn toPerth city centre as requiring development however the study alsosuggested that the likely demand for this route may be low due to smallsettlements in the area and limited employment sites but could have majorbenefits for the national cycle network by connecting NCN 77 with NCN 75.

General Public Transport:

Masterplan for the Oudenarde development includes land which has beenallocated for a rail halt facility and park and ride facility.

Journey time comparisons between car and public transport show thatpublic transport can only compete with car journey times at the top end ofthe journey time range (peak delays impacting on car journey times).




Road:

INRIX data identifies delays and congestion on many of the key routes intoand around Perth during the morning peak period, including on the A912Edinburgh Road corridor between Craigend and Marshall Place In addition,the data identifies the delays on the approaches to Inveralmond andBroxden Roundabout.

Traffic related emissions have contributed to the Perth City area beingidentified as an Air Quality Management Area.

Opportunities to address the social, economic and environmental consequences arising from theseproblems exist within the area. These opportunities include the existing strategic road and railnetworks and the scope to improve public transport choice. Planned development in the area (andwider Perth area) could also allow a range of transport solutions to be explored.

Issues to be considered which are outwith the scope of the study but may impact on transport includeuncertainty over traffic growth from new developments and the ongoing study in Newburgh. Inaddition to Tactran receiving funding to progress this study, SEStran also received funding to appraisetransport options in the Newburgh area. Transport options may include a new rail station. The twosites are 7.5 miles apart and the outcomes of the studies may directly impact on each other.

Constraints were also identified and considered at this stage including the physical constraintsassociated with the road and rail infrastructure and constraints associated with rail includingtimetabling constraints and impacts on existing passengers.

Transport Planning Objectives

Based on the problems, opportunities, issues and constraints identified through this process twoTransport Planning Objectives were identified:

TPO 1: Improve transport access to healthcare, employment, education and training TPO2: Improve the competitiveness of sustainable modes compared to the private car

on the M90/A912 corridor.




TPO Mapping to Problems, Issues, Opportunities and Constraints




Option Generation

Following the development of the Transport Planning Objectives a wide range of options which couldmeet the Transport Planning Objectives were generated which could alleviate the identified problemsand address the potential opportunities across the study area.

37 options were generated at this stage. Options were generated across all modes of transports andgeographically across the study area, and beyond. Following the development of an initial long list theoptions were developed and cleaned. This involved clarifying the options to provide further detail andto remove duplicates. Where appropriate, options were also grouped by mode. At this stage 10options remained.

The final stage of the Option Generation involved a high-level appraisal to determine suitability forfurther assessment. This appraisal was a qualitative assessment against the TPOs and determined ifthe option would have a positive, negative or neutral impact against the TPO. Options which wouldcontribute to meeting the TPOs in conjunction with other options were identified as complementaryoptions. Six options have been recommended for initial appraisal, three have been identified ascomplementary options and one has been recommended for rejection.

Table 1. Options Recommended for Initial Appraisal

MODE OPTION RATIONALE

ActiveTravel

Active travel improvements including:

Improve the Tay Corridor active linkidentified in the TayPlan for recreationaljourneys;

Develop the Perth to Bridge of Earn cycleroute;

Junction improvements at the M90 slips(Junction 9) to benefit pedestrians andcyclists;

Cycle parking at bus stops/interchanges;

Public cycle hire; and

Improved signage.

Option would support TPO1 byimproving transport access throughimprovements to the active travelnetwork.

Bus Improve & increase local bus/services from Bridgeof Earn and Oudenarde to destinations in Perth

Option would support both TPOs byimproving transport access to arange of destinations and alsoimprove competitiveness of PT byhaving more direct services.

Bus Measures to increase the attractiveness of publictransport including investment in new buses andlive bus feed information at stops

Complementary - As a component ofa wider range of measures toincrease the attractiveness of publictransport this option would supportTPO2.

Bus Improve and increase strategic bus and coachservices on the corridor

Option would support both TPOs byimproving transport access to a




MODE OPTION RATIONALE

range of destinations and alsoimprove competitiveness of PT byhaving more direct services forstrategic trips.

Initiatives Create a multi-modal ticketing system andoptimise pricing structure

Complementary - As a component ofa wider range of measures toimprove the competitiveness thisoption would support TPO2 byimproving the competitiveness ofpublic transport.

Initiatives Introduce initiatives to support more sustainableways of travelling:

improve car sharing offering and otherinitiatives in the study area byincentivising car sharing;

promoting and encouraging more carclubs; and support the development ofbusiness travel plans.

Complementary - Option wouldsupport TPO 1 by improving accessto services.

Other Use shuttle trains from Perth to Newburgh Option would support both TPOs byimproving access to services,encouraging modal shift andimproving the competitiveness ofpublic transport over car.

Park andRide

New bus based park & ride site:

Employment site south of A912 -Brickhall Farm

Option would support both TPOs byimproving access to services,encouraging modal shift andimproving the competitiveness ofpublic transport over car.

Rail New rail station located at:

Old Bridge of Earn station site; orOudenarde with park and ride facilities

Option would support both TPOs byimproving access to services andimproving the competitiveness ofpublic transport over car.




1. INTRODUCTION

1.1 Overview

In August 2018, Tactran, a Regional Transport Partnership, was awarded funding fromTransport Scotland’s Local Rail Development Fund to undertake a transport appraisal ofBridge of Earn/Oudenarde with a particular focus on sustainable travel to Perth, Edinburghand Fife.

Improving sustainable transport to/from Bridge of Earn has been the focus for a number ofrecent studies, and this transport appraisal seeks to collate, review, and progress this agenda.The Local Rail Development Fund is a £2 million Scottish Government fund with the aim ofproviding funding to consider community led options to improve local rail connections. TheBridge of Earn study area has been awarded a proportion of this fund.

This Case for Change Report provides the initial investigation of the study area from which todefine the direction of the overall study and its required outcomes. It sets the scene by layingout an evidenced analysis of the problems, opportunities, issues and constraints related totransport in area, before considering the transport planning objectives (TPOs) informing thestudy, and a long-list of potential options to be appraised for their ability to deliver theseobjectives.

As the Case for Change has developed and evolved, so has the geographical scope of thestudy. At the outset, the study area was considered to be the Bridge of Earn area withcognisance given to movements passing by/through Bridge of Earn. The evidence gatheringstage of the study highlighted that widening the study area to include the A912/M90 corridorsouth of Perth would increase the understanding of transport choices, problems,opportunities, issues and constraints between Bridge of Earn and Perth city centre, Fife andtowards Edinburgh. The study area has therefore been identified as including this corridor toensure data consistency and is shown in Figure 1.




Figure 1. Study Area




2. METHODOLOGY

2.1 Scottish Transport Appraisal Guidance (STAG)

As required by the LRDF, the study has been undertaken in accordance with the ScottishTransport Appraisal Guidance (STAG) process, which provides a framework to assess theperformance of different transport options to address identified problems and present theresults in a consistent manner to inform decision makers. The STAG process comprises fourstages as outlined below:

Pre-Appraisal (Initial Appraisal: Case for Change): where the problems, opportunities,issues and constraints are identified and scoped. Study-specific Transport PlanningObjectives (TPOs) are then identified and an ‘optioneering’ and sifting processundertaken to provide a list of possible options to address the problems;

Initial Appraisal (Preliminary Options Appraisal): potential options are appraisedagainst the TPOs, five STAG criteria, and factors concerning deliverability, to ensure thatthey are likely to fulfil the study’s requirements;

Detailed Appraisal (Detailed Options Appraisal): involving more detailed considerationof potential options taken forward following the Initial Appraisal, and presenting theoutcomes to inform investment decision makers. The Detailed Options Appraisal alsoincludes proposals for monitoring and evaluation; and

Post-Appraisal: key elements of this stage involve the application of the monitoring andevaluation proposals developed as part of the appraisal.

The Case for Change identifies whether there is a problem to be solved. It collates andanalyses relevant data and findings from consultation to develop the problems, opportunities,issues and constraints which in turn inform the development of TPOs. The TPOs are initiallyused to ensure options developed as part of the study will meet the TPOs and also, at a laterstage will be appraised against these TPOs.

2.2 Stakeholder Engagement

Participation and consultation are key elements of a STAG study and ensure the interests ofstakeholders are considered in an inclusive, open, transparent and appropriate manner. Inparticular, consultation is useful in the identification and analysis of transport problems andopportunities which forms the starting point of any STAG study.

Due to the geographical nature of the study which includes a corridor, city, planneddevelopments and cross boundary movements (Fife/Perth and Kinross), identifying andconsulting with relevant members of the public would be challenging. To address this issue,the study team agreed to hold a workshop and draw on existing consultation outputs in thearea, to support the transport and socio-economic evidence available for the study.

For this purpose, a workshop was held with stakeholders including representatives fromcommunity councils, bus operators and local councillors. In addition, the Project SteeringGroup also held a workshop with a similar agenda.




In addition to the workshops, this study has been informed by recent consultation exercisesundertaken by Perth and Kinross Council, including the Residents’ Survey for all Perth areas(2015) and the PKC staff travel.

The outputs of the consultation processes have been detailed in Chapter 6.

2.3 Collation of Baseline Data

The initial stage of the STAG process is establishing the current situation within the studyarea. This includes developing an understanding of the policy background, socio-economiccontext, transport network including the current provision of transport and the implicationsof any planned development within the area. This data is then used to evidence the transportproblems and opportunities. The analysis in the following chapters has been informed by anumber of policy documents including the Perth Local Development Plan 2, Perth City Plan2015-2035 and Tactran Regional Transport Strategy (2008-2023).

Additional sources for this study include:

Census 2011; Scottish Household Surveys; Public transport timetabling data; and Tactran RTS Monitoring data.

2.4 Project Steering Group

The scope of the study was shaped by input from members of the Project Steering Groupwhich included:

Tactran; Perth and Kinross Council; SEStrans; Sustran; Transport Scotland; and Network Rail.

Representatives from SEStrans were invited to attend the Project Steering Group due, notonly to the proximity of the SEstran area, but also because of their shared interest in thecorridor when undertaking their own study in Newburgh. Newburgh is located 7.5 miles eastof Bridge of Earn in Fife and has also been awarded funding from the Local Rail DevelopmentFund to assess transport needs and opportunities in the area. The projects are currentlyprogressing independently but both project teams are aware of interactions which may arisefor certain options.




3. POLICY

3.1 Overview

There are a number of wider transport, planning, and economic policies and plans as well asexisting studies that have been reviewed to identify any objective and option fit withestablished policy directives. These documents include:

National Policies and Plans:

Strategic Transport Projects Review (STPR), Transport Scotland, 2008 Scottish Planning Policy, Scottish Government, 2014 National Planning Framework 3, Scottish Government, 2014 Infrastructure Investment Plan, Scottish Government, 2015 National Transport Strategy 2, Transport Scotland, 2020 Scotland Route Study, Network Rail, 2016

Regional Policies and Plans:

Regional Transport Strategy 2008 – 2023, Tactran, 2008 Strategic Development Plan (SDP), TAYplan, 2015 Park and Ride Strategy and Action Plan, Tactran, 2016 Tay Cities Deal Heads of Terms Agreement, Tay Cities, 2018

Local Policies and Plans:

Oudenarde Masterplan and Design Principles, Gillespies for GS Brown Construction &Taylor Wimpey, 2001

Shaping Perth’s Transport Future, Perth and Kinross Council, 2010 Perth West Masterplan Framework, Ironside Farrar for Perth and Kinross Council, 2015 Perth City Plan 2015-2035, Perth and Kinross Council, 2015 Perth and Kinross LDP2 Main Issues Report (MIR), Perth and Kinross Council, 2015 Perth and Kinross Community Plan 2017-2027, Perth and Kinross Community Planning

Partnership, 2017 Perth and Kinross Adopted LDP2, Perth and Kinross Council, 2019 Perth Cycle Network Masterplan, SYSTRA for Perth and Kinross Council, 2018

3.2 National Policies and Plans

National Transport Strategy 2

The National Transport Strategy (NTS) was first published in 2006 and refreshed in 2016 toreconfirm the high-level objectives set out in the white paper entitled Scotland’s TransportFuture (2004), and the National Transport Strategy (2006). NTS2 was published in 2020 withthe following priorities:

Reduce inequalities:

Providing fair access to services we need;




Easy to use for all; and Affordable for all.

Take climate action:

Help deliver our net-zero target; Adapt to the effects of climate change; and Promote greener, cleaner choices.

Help deliver inclusive economic growth:

Get people and goods where they need to get to; Be reliable, efficient and high quality; and Use beneficial innovation.

Improve our health and wellbeing:

Be safe and secure for all; Enable us to make healthy travel choices; and Help make our communities great places to live.

The NTS2 delivery plan is now being prepared.

Relevance to Study: The scope of the study has the potential to support all four NTS2priorities through improving sustainable travel choices to services and opportunities.

Strategic Transport Projects Review (STPR), Transport Scotland, 2008

The Strategic Transport Projects Review (STPR), published in December 2008, set out theScottish Government's 29 transport investment priorities over the period to 2032.

The STPR identified those recommendations that most effectively contribute towards theGovernment's Purpose of increasing sustainable economic growth. The outcomes of the STPRwere structured on a tiered approach to investment, based around the priorities of:

Maintaining and safely operating existing assets Promoting a range of measures, including innovative solutions, that make better use of

existing capacity; and Promoting targeted infrastructure improvements where these are necessary, affordable

and practicable.

Through Transport Scotland, the Scottish Government is currently taking forward the nextreview of projects (STPR 2) which will be published in early 2020.

Relevance to Study: STPR identified a number of interventions which relate to thisstudy including: a direct double track rail link between Halbeath and Inverkeithing,including new junctions at Inverkeithing and Halbeath which would reduce journeytimes between Perth and Edinburgh (retained) and direct dual-track rail link between




Perth and Inverkeithing, providing a more direct rail service to Edinburgh (notretained).

Climate Change Emergency Related Policies

A number of policies relate to the Climate Emergency and commitments at local and Scottishlevels to address the emergency. Relevant policies include:

Climate Change Plan 2018-2032 (RPP3)

The Climate Change Plan is the Scottish Government’s third report on proposals andpolicies for meeting its climate change targets. It sets out how Scotland can deliverits target of 66% emissions reductions, relative to the baseline, for the period 2018–2032.

Scottish Planning Policy, Scottish Government, 2014

SPP identifies a need to shift to more sustainable modes of transport to help meetthe Scottish Government’s greenhouse gas emission targets. Tackling congestion willalso help support sustainable economic growth. The Policy requires that planningauthorities should support development that reduces the need to travel andfacilitates travel by walking, cycling and public transport and freight movement byrail and water.

Relevance to Study: The study’s aim of promoting sustainable travel has thepotential for supporting the Scottish Government greenhouse gas emission targets.

National Planning Framework 3, Scottish Government, 2014

Scotland's National Planning Framework 3 (NPF3) was laid in the Scottish Parliament on 23June 2014 and spatially sets out the Scottish Government’s Economic Strategy. It focuses onfour outcomes:

Creating a successful, sustainable place that supports sustainable economic growth andregeneration including the creation of well-designed places;

Making Scotland a low carbon place, reducing carbon emissions and adapting to climatechange;

Ensuring that Scotland is a natural and resilient place, helping to protect and enhance itsnatural and cultural assets, facilitating sustainable use; and

Making Scotland a connected place, supporting better transport and digital connectivity.

Relevance to Study: NPF3 refers to Perth and Kinross as an area of high populationgrowth with acute housing requirements and the need to match demand for landwith infrastructure capacity. It recognises Perth as a strategically important gatewayto the north and north east of the country due to its central location within Scotland’sroad and rail network and acknowledges Oudenarde as a strategic growth area. The




study’s aim of improving sustainable travel options has the potential to makeScotland a more connected place and reduce carbon emissions.

Infrastructure Investment Plan, Scottish Government, 2015

The Infrastructure Plan was published by the Scottish Government 2015 and sets out thepriorities for investment in public infrastructure in Scotland.

Relevance to Study: The Plan details the commitment to dual the A9 between Perthand Inverness by 2025 and notes that investment in the rail infrastructure betweenAberdeen and the central belt will support improved connectivity and journey timesfor passenger services and an improved capability for rail freight. It further statesthat improved station environments will also be delivered at Perth and the HighlandMain Railway Line between Perth and Inverness will be upgraded by adding passingloops and increasing line speeds.

Scotland Route Study, Network Rail, 2016

The Scotland Route Study presents a vision of the railway in 2043, and sets out a strategy “forrealising this vision in ways that are deliverable and likely to provide value-for-money forpassengers and funders”.

The strategic objectives set in the study aim to enable economic growth by:

Improving connectivity:

To/from the retail, leisure and tourism sectors of the economy Business to business connectivity Connecting communities

Improving accessibility:

Improving access to workers for businesses Access to employment and training opportunities

Reducing carbon and transport sector’s impact on the environment; Improving integration across the transport network; Reducing safety risks for the general public; and Improving affordability and value for money.

Relevance to Study: The study’s aim of promoting sustainable travel will support theScotland Route Study’s aims to reduce carbon and the transport sector’s impact onthe environment, while improving connectivity and accessibility.




3.3 Regional Policies and Plans

Regional Transport Strategy, Tactran, 2008-2023

The Tactran Regional Transport Strategy (RTS) was published in 2008 and sets out a vision andstrategy for improving the region’s transport infrastructure, services and other facilities, overthe 15 years to 2023. Tactran’s Vision is to deliver:

“a transport system, shaped by engagement with its citizens, which helps deliverprosperity and connects communities across the region and beyond, which is sociallyinclusive and environmentally sustainable and which promotes the health and well-being of all.”

Six broad objective themes were developed to support this Vision, these are:

Economy: To ensure transport helps to deliver regional prosperity. Accessibility, Equity and Social Inclusion: To improve accessibility for all, particularly for

those suffering from social exclusion. The Environment: To ensure that the transport system contributes to safeguarding the

environment and promotes opportunities for improvement. Health and Well-Being: To promote the health and well-being of communities. Safety & Security: To improve the real and perceived safety and security of the transport

network. Integration: To improve integration, both within transport and between transport and

other policy areas.

Relevance to Study: This study has the potential to consider interventions whichsupport Tactran’s RTS objectives relating to economy, accessibility, the environmentand integration.

Strategic Development Plan, TAYPlan, 2017

The TAYplan Strategic Development Plan (SDP) was approved in October 2017. It sets outland use planning policies to guide the location of development across the whole Dundee andPerth area, North Fife and parts of Angus and Perth and Kinross over the next 20 years upuntil 2036.

The Plan’s vision centres on improving people’s quality of life. It highlights that growing andstrengthening the TAYplan economy is a key priority underpinned by better connected places,new jobs, investment and strong community empowerment.




Figure 2. TAYPlan Strategic Development Areas1

Relevance to Study: The plan refers to west/north west Perth, Bridge of Earn andOudenarde as Strategic Development Areas, linked by TAYPlan Strategic GreenNetworks and proposed rail enhancements. The Plan proposes 1,200+ homes and34ha of employment land for Bridge of Earn and Oudenarde and highlightsopportunities to improve active travel links between Oudenarde StrategicDevelopment Area and Newburgh.

Park and Ride Strategy and Action Plan, Tactran, 2016

The Tactran Park and Ride Strategy and Action Plan set out to complement and expand theRTS aspirations identified above and the planning objectives next within the overarchingobjectives of the RTS, as follows:

Economy:

To ensure that Park & Ride improves access to town / city centres and areasof employment, helping to support economic growth.

To improve the efficiency and reliability of the transport system throughreduced town and city centre traffic levels and associated economic costs.

Accessibility:

To improve access to health, leisure and retail facilities by Park & Ride. To improve the physical accessibility of the transport system through the

provision of increased Park & Ride.

1Adapted from: TAYPlan, TAYPlan Strategic Development Plan, 2017, page 47




Environment:

To respect the built environment through reducing the need to build newtown and city centre car parks.

Health and Well-Being:

To help limit / manage travel by private car in urban areas to help meetstatutory air quality requirements in the TACTRAN area.

Safety & Security:

To provide the highest levels of safety and security of passengers andvehicles when using Park & Ride.

Integration:

To ensure Park & Ride facilitates integration and is accessible by all modesof transport.

To ensure integration between land-use planning and provision of publictransport.

Relevance to Study: The strategy supports the development of a new rail station atOudenarde/Bridge of Earn with the provision of parking space sufficient to match theanticipated parking demand.

Tay Cities Region Deal Heads of Terms Agreement, Tay Cities, 2018

The aim of the Tay Cities Deal is to bring together public, private and voluntary organisationsin council areas of Angus, Dundee City, Perth & Kinross and the North-East area of Fife, aimingto create “a smarter and fairer region”. These local authorities and their partners havenegotiated with the UK and Scottish governments and secured investment and greater localpowers which will be used to encourage skills development and progress infrastructure suchas roads, rail links, buildings and communications networks. The deal was signed in November2018.

The UK and Scottish governments will each invest up to £150 million over the next 10-15years, subject to final approval of robust business cases. It is believed by the City Region Dealpartners that this investment has the potential to secure over 6,000 jobs and lever in over£400 million in investment over the same period.

Additionally, the Scottish Government announced an additional £50 million package thatwould contribute £40 million towards the Cross Tay Link Road (CTLR) and £10million towardsindustrial investment. The investments within the Perth and Kinross area include:

Up to £10 million for the Perth City Transformation project – to create a cultural offer inPerth which responds to both local audiences and tourism visitors, complementing othercultural attractions to produce a compelling, cohesive ‘brand’ for Perth as a majorcultural city;

Up to £5 million in on-site infrastructure for the Regional, Logistics, Fulfilment andBusiness Innovation Park to the west of Perth;




£1 million in rural Perth & Kinross to deliver a fibre asset re-use model through whichpublic and private fibre infrastructure will be aggregated to create a common platform;

up to £15 million in a Perth Bus and Rail Interchange project subject to detailedconsideration of future plans for the rail infrastructure in and around Perth Station andcompletion and agreement of appropriate appraisal, business case and statutoryprocesses; and

£40 million for the Cross-Tay Link Road (CTLR).

Relevance to Study: The Tay Cities Region Deal has identified areas of progressinfrastructure such as roads, rail links, buildings and communications networks to beimproved with the allocated funding which may improve connections for those inBridge of Earn.

3.4 Local Policies and Plans

Oudenarde Masterplan and Design Principles, Gillespie’s for GS Brown Construction& Taylor Wimpey, 2001

The Oudenarde Masterplan and Design Principles report was prepared in 2001 and guides thedevelopment of the site.

The site is 122ha and lies to the east of the M90, which links Edinburgh and Perth. It isbounded along its southern edge by the A912 trunk road, connecting Bridge of Earn toAbernethy and Fife. The road network provides good and easy access to nearby settlements,thus making the site attractive for business and residential use.

The railway line from Edinburgh to Perth via Fife passes through the site. Whilst the linepromotes the possible future introduction of a rail halt, which would facilitate alternativetransport links to Perth and Edinburgh, as it divides the site into two distinct areas it has beenidentified as a major constraint. It also requires to be crossed at one location to allow accessto the northern part of the site.

The Masterplan states that land has been allocated for a ‘Park and Ride’ facility to the southof the railway line, adjacent to the preferred location for a future rail halt facility. This wouldaccommodate up to 250 cars and would operate as a bus Park and Ride until such time as therail halt comes into operation. This land is protected for this purpose for a 10 year periodfollowing commencement of development on the mainstream housing element (as detailedin the Section 75 agreement for the site).

The Masterplan also discusses opportunities to provide links to external pedestrian and cyclenetworks. This includes closing Clayton Road for a vehicular through route to Bridge of Earnand utilising it as a pedestrian and cycle link between Oudenarde and Bridge of Earn.

The proposed masterplan is shown in Figure 3.




Figure 3. Oudenarde Masterplan2

Relevance to Study: The Masterplan identifies land allocated for a ‘Park and Ride’facility to the south of the railway line, adjacent to the preferred location for a futurerail halt facility.

Shaping Perth’s Transport Future, Perth and Kinross Council, 2010

Shaping Perth’s Transport Future sets out the transport strategy for Perth and the widerregion. It includes a vision for the region that aims to “provide a transport system in andaround Perth that will support sustainable economic growth, protect and improve theenvironment and improve social inclusion and accessibility.”

This vision is supported by the following strategic objectives:

To improve and maintain the efficiency of the strategic transport network; To improve and maintain the efficiency of the local transport network; To enable more effective management of incidents and events; To work towards meeting national air quality standards and prevent further

breach/exceedance; To reduce transport emissions which contribute to climate change, in line with National

Guidance; To improve the safety of the strategic and local transport network; To increase the proportion of short trips by more sustainable modes; and To improve accessibility to key facilities (e.g. health, education, leisure facilities, key

employment areas, the City Centre and tourist attractions).

2 As produced in: Gillespies for Perth and Kinross Council, Oudenarde Masterplan and DesignPrinciples, 2001, page 7.




The strategy also identifies the existing key transport problems which include:

Walking and Cycling – unattractive due to heavily trafficked roads in the city centre andon key routes leading to the centre, air quality problems and severance by the A9 toaccess to future growth areas.

Bus network – congestion at key junctions impacting on reliability of journey times andcompromising the operation of existing bus priority measures. Bus congestion at SouthStreet and Mill Street bus stops.

Local Road Network – congestion in the city centre due to the constraints imposed onthe local road network by the Perth and Queen’s Bridges and the lack of a suitablealternative east-west route that avoids the centre of Perth. Crieff Road /Newhouse Roadto the north-west of the city centre also experiences congestion.

Air Quality – Perth Air Quality Management Area (AQMA) designated in Perth city centreand wider city region in 2006 as a result of air quality being below the required standardswith transport identified as a key contributing factor.

Relevance to Study: The study supports Shaping Perth’s Transport Future objectivesto increase the proportion of short trips by more sustainable modes, improve andmaintain the efficiency of the strategic and local transport network, and worktowards meeting national air quality standards and prevent further breach/exceedance. Being located to the south of Perth, Oudenarde/Bridge of Earn is ideallylocated to take advantage of measures to encourage sustainable trip making.

Perth and Kinross LDP2 (Adopted), Perth and Kinross Council, 2019

The Local Development Plan 2 (LDP2), which was adopted in 2019, is a statutory documentthat guides all future development and use of land. It shows which land is being allocated tomeet the area’s development needs to 2029 and beyond and defines the planning policiesand requirements that apply in promoting sustainable growth of the area. The LDP alsoprovides the framework against which planning applications are assessed. Currently, it isreviewed every 5 years with its Action Programme being updated twice a year.

The LDP2 outlines the vision of a Perth and Kinross which is dynamic, attractive and effectivewhich protects its assets whilst welcoming population and economic growth. It thenpromotes a Connected Place using the following four key objectives:

Identify and provide for new and improved social and physical infrastructure to supportan expanding and changing population.

Establish clear priorities to ensure stakeholders and agencies work in partnership so thatinvestment is co-ordinated and best use is made of limited resources to enable thedelivery of the strategy, supporting the aims and objectives of the Strategic TransportProjects Review, the Regional Transport Strategy, and the Tay Cities Deal.

Ensure investment in the renewal and enhancement of existing infrastructure isconsistent with the strategy of the Plan in order to make best use of the investmentembedded in our existing settlements.

Provide a flexible policy framework to respond to changing economic circumstances anddeveloping technology.




The LDP2 proposes to focus the majority of growth on Perth City and its Core area, whichincludes Bridge of Earn and Oudenarde. The LDP2 allocates 1,600 houses (an increase of 400units from TAYPlan to reflect higher densities and the capacity of the site) and 35 ha ofemployment land in Oudenarde - separate planning permission exists for 35 ha ofemployment uses on adjacent land at Brickhall.

It is understood that, at the time of writing, the developer has agreed a way forward withboth PKC and Transport Scotland and will shortly bring forward plans to get the initial phaseof development underway.

A further 170 dwellings were allocated for Bridge of Earn, as follows (Figure 3): 3

Site H14 – Old Edinburgh Road/Dunbarney Avenue – 67-104 units Site H72 – Kintillo Road – 60-93 units

Figure 4. LDP Sites in Bridge of Earn and Oudenarde

Relevance to study: The LDP2 allocated 1,600 houses in the Oudenarde site andpromotes a Connected Place to identify and provide for new and improved social andphysical infrastructure to support an expanding and changing population.

3 Perth and Kinross Council, Perth and Kinross LDP (Adopted), Page 98




Perth West Masterplan Framework, Ironside Farrar for Perth and Kinross Council,2015

The Perth West Masterplan Framework includes an area of land of approximately 285halocated to the west of Perth City. It is mainly an agricultural area with some areas of greenbeltwhich has been identified within the Perth and Kinross LDP as site H70 and proposed for thedevelopment of 3,000+ residential units, 25ha of employment land, 2 primary schools andcommunity facilities. The site location is shown in Figure 5.

Figure 5. Perth West Site Location (Source: Perth West Masterplan Framework)

The vision set in Perth West Masterplan Framework looks to:

“Develop a place that is a distinctive and that offers a new vibrant mixed use communitybased on local centres and neighbourhoods, which promote new lifestyle opportunitiesdeveloped through bold approaches to urban place-making integrating live, work, andplay and supporting a low carbon future. Delivered through the phased provision ofinfrastructure and residential and employment land, supporting the sustainable growthof Perth City.”




The Masterplan outlines the following opportunities to ensure that Perth West supports thecity’s plan for sustainable growth:

Green Network – protecting and enhancing the Green Network Residential Plus Neighbourhoods – adding diversity to the residential mix by providing

variable needs housing. Low Carbon Futures – Perth West is a collection of new neighbourhoods that are

expected to develop until 2050. There is a need to reduce emissions by providing lowcost energy solutions and reducing car ownership.

Employment and Quality Jobs – local jobs need to be created through a diversity ofcommercial, industrial and enterprise facilities which are closely integrated withcommunity structures.

Community Infrastructure – Perth West needs strong community structure to supportthe growth and to create a sustainable community.

Healthy Active Communities – Provision/enabling infrastructures that promote andsupport active travel options.

Well Connected Places – A strong public transport network providing connectivity tolocal communities.

Relevance to study: The Masterplan proposes the development of 3,000+ residentialunits, 25ha of employment land, 2 primary schools and community facilities. Thisdevelopment is expected to impact on transport demand to the northwest of thestudy area.

Perth City Plan 2015-2035, Perth and Kinross Council, 2015

The Perth City Plan sets out Perth and Kinross Council’s long-term vision for Perth, outlininga framework for investment in strategic infrastructure, together with a 5-year delivery planfor economic development and placemaking.

The plan states it aims to ensure Perth is a place where:

people live well, work in quality jobs and play in a great environment – a prosperous,balanced community not a commuter dormitory;

environmental technologies will be a key driver of economic growth and innovation; the city will grow in a responsible way, reducing car dependency and encouraging the

use of public transport; we take full advantage of digital technologies to create a city which is efficient and

connected; low-carbon will be a way of life, founded on energy-efficient homes and businesses; and the unique characteristics of the historic city centre and Perth’s natural setting will be

celebrated and enhanced.

The Plan also notes the city’s existing strength of its location at the heart of Scotland, witheasy access to the major Scottish cities, UK and international markets via road, rail and air. Italso outlines one of its three key priorities as Transport Infrastructure and notes projects suchas the Cross-Tay Link Road (CTLR), and aspirations for a liveable, pedestrian-friendly citycentre. It also highlights the need to integrate road more effectively into the fabric of the city,




the need to relieve congestion without fragmenting the city, and reducing dependency on carwhile encouraging sustainable modes of travel. Plans for upgraded rail services are also notedwith a need for improvements to major cities and Edinburgh airport.

Relevance to study: The plan’s stated aims are of relevance to any sustainabletransport study, even though no specific is referenced for the Bridge of Earn andOudenarde areas (as this lies outwith the study’s immediate remit).

Perth and Kinross LDP2 Main Issues Report (MIR), Perth and Kinross Council, 2015

The MIR identifies the main land use planning issues within the area and highlights the mainchanges between LDP 1 and LDP2. The purpose of the MIR is to stimulate discussion and seekviews on options for the now-Adopted LDP2.

Main Issue 5 in the MIR discusses the Perth City Plan and draft actions which include bettertrains, shorter journey times, more frequent services and support investment in trackupgrades on the Bridge of Earn to Ladybank section. It recognises that one of the keyconstraints to the delivery of faster journey times is the single-track section from Bridge ofEarn to Ladybank. To ensure that future development does not inhibit the improvement tothe line, the MIR discusses identifying a corridor from south of Oudenarde to the Councilboundary with policy backing to ensure that any development likely to inhibit the delivery oftrack improvements would not be permitted.

It also discusses that plans for the Cross-Tay Link Road (CTLR) were (then) at an advancedstage and identifies the emerging proposed route to have an intended start date of 2020-21.It highlights that the CTLR will allow for improvements to public transport and active travelroutes across Perth by removing a proportion of through traffic from the city. Following moredetailed design work on the CTLR, the MIR also proposes relocating the northern park andride site to the north of the new A9 junction.

For the majority of smaller settlements in Perth & Kinross, including Bridge of Earn andOudenarde, the MIR proposes no changes since the previous LDP.

Relevance to study: Main Issue 5 in the MIR discusses the Perth City Plan and draftactions which include better trains, shorter journey times, more frequent servicesand support investment in track upgrades on the Bridge of Earn to Ladybank section.




Perth and Kinross Community Plan 2017-2027, Perth and Kinross Community PlanningPartnership, 2017

The 2017-2027 Community Plan / Local Outcomes Improvement Plan for Perth and Kinross,seeks positive outcomes for everyone in the area and in particular to tackle stubborn andpersistent inequalities which can reduce life chances and opportunities for people. It looks toachieve this by working alongside local people and communities. Its development anddelivery is overseen by the Community Planning Partnership (CPP) comprising public, privateand 3rd Sector bodies.

The Plan highlights:

The important role of transport access in terms of access to jobs, and notes that ruraltravel costs can limit opportunities for seeking or maintaining work;

The completion of the A9/A85 link road, to reduce traffic congestion, and open up landfor economic development;

Delivery of improved cycling and walking routes into Perth City Centre; Delivery of a low carbon hub at Broxden with alternative fuel logistics; The important role of digital connectivity; Improved connectivity by 2027/28 through better rail links and quicker journey times,

and the completion of the Cross-Tay Link Road.

In particular the plan highlights principles for the CPP to work local with communities. Such aresource will likely be useful for future working together on sustainable transportopportunities in the area.

Relevance to study: The Community Plan highlights commitments to improvedconnectivity by 2027/28 through better rail links and quicker journey times, and thecompletion of the Cross-Tay Link Road. The Plan also includes delivery of improvedcycling and walking routes into Perth.

Perth Cycle Network Masterplan, SYSTRA for Perth and Kinross Council, 2018

Perth Cycle Network Masterplan aims to coordinate current and future investment in cyclinginfrastructure in Perth, with the aim of creating a coherent and convenient cycle network,which will make cycling an attractive choice for everyday journeys, to work, to school, to theshop or for leisure. The study is focused on the City of Perth and its nearby towns and villages:Scone, Bridgend, Bridge of Earn, Almondbank, and Luncarty.

The Masterplan identifies major destinations across the area and assesses how well they arecurrently connected. It identifies a missing or inadequate cycling infrastructure from Bridgeof Earn towards Perth as the NCN 775 shared use path along the A912 ends at the entranceto Bridge of Earn, directing cyclists back onto a busy carriageway.

Whilst it identifies opportunities for this new or improved cycle connection and recommendsit is developed in the future, it is mindful of the physical barriers facing its delivery due to the




route serving a lower number of destinations and having limited interaction with other modesof transport.

Relevance to study: The Masterplan identified missing or inadequate cyclinginfrastructure from Bridge of Earn towards Perth as the NCN 775 shared use pathalong the A912 ends at the entrance to Bridge of Earn, directing cyclists back onto abusy carriageway.

3.5 Policy Summary

This policy section has highlighted relevant information from national to local leveldocuments. Some of the key take-away points for this case for change include:

National Policies and Plans:

National policies and plans consistently commit to a transport network which isinclusive, accessible to all and is working towards Scotland’s net zero targets. This studysupports these outcomes.

A number of documents note the Perth area is a strategically important gateway to thenorth and north east, and the NPF3 highlights Oudenarde as a strategic growth area.Alongside walking, cycling and bus, investment in rail for the area is noted as important.

Regional Policies and Plans:

The themes highlighted for national level are echoed at a regional level, with some furtheradditional information:

The west/north west Perth, Bridge of Earn and Oudenarde, are Strategic DevelopmentAreas, linked by TAYPlan Strategic Green Networks and proposed rail enhancements.Planned developments and transport infrastructure enhancements will form theReference Case for this study.

The Strategic Development Plan proposes homes and employment land for Bridge ofEarn and Oudenarde, and highlights opportunities to improve active travel links betweenOudenarde Strategic Development Area and Newburgh. This is within the study areaand will impact on the option development and Reference Case for the study.

The Park and Ride Strategy supports the development of a new rail station at Bridge ofEarn with the provision of parking space sufficient to match the anticipated parkingdemand.

The Tay Cities Region Deal outlines £400 million of investments over 10-15 years,including the Perth City Transformation project, on-site infrastructure for the BusinessInnovation Park, Perth Bus and Rail Interchange Project, fibre infrastructure, and theCross-Tay Link Road (CTLR).




Local Policies and Plans:

More detail of local problems, opportunities, issues, and constraints are provided in the localdocuments

Oudenarde Masterplan and Design Principles note the potential for a new rail halt, butalso the division of the site that the rail line causes. The need for external pedestrian andcycle links is also noted.

Shaping Perth’s Transport Future notes the need for improvements to efficiency of thelocal and strategic transport networks, air quality and emission reduction needs (inparticular for the AQMA), safety improvements, the need to encourage sustainablemodes, and improve access to key facilities. Problems include congestion on roads inthe city centre, and key routes, at key junctions, impacts of this on the bus network,issues related to Tay crossings points. Cognisance of the problems identified within thereport has been taken.

The Adopted Perth and Kinross LDP 2 highlights that there is significant developmentplanned for the area. For example, the Perth West Masterplan Framework highlightsdevelopment of 3,000+ residential units, 25ha of employment land, 2 primary schoolsand community facilities. This study takes note of the planned development, the impactit may have on transport in the study area and its inclusion in the Reference Case.

Under the site-specific developer requirements, the Adopted LDP 2 notes that, subjectto strategic transport appraisal (i.e. this study), a new railway station may be requiredas part of the development at Oudenarde.

The Perth Cycle Network Masterplan, highlights identify inadequate cyclinginfrastructure from Bridge of Earn towards Perth, and makes recommendations forimproved connections.

The review of policy documents from national to local level has identified a commitment to atransport network which is inclusive, accessible to all and is working towards Scotland’s netzero targets. This review of relevant policy documents will contribute towards understandinghow Transport Planning Objectives identified for this study fit with the Established PolicyDirectives.







4. SOCIO-ECONOMIC CONTEXT

4.1 Overview

The initial stage of the STAG process is establishing the current situation within the study area.This includes developing an understanding of the socio-economic context, transport networkand the implications of any planned development within the area and the evidence thisprovides to develop problems, opportunities, issues and constraints.

As detailed in section 1.1.4, the study area has evolved as the study has progressed. Initiallythe focus was on the Bridge of Earn area, however, restricting the area to Bridge of Earnoverlooked the impact travel movements on the A912 and M90 between Perth and Bridge ofEarn have on people in Bridge of Earn, the corridor and the downstream effect. The datapresented here will include Bridge of Earn/Perth to Edinburgh/Fife existing and forecastmovements.

Bridge of Earn and Oudenarde lie approximately 5 miles south of Perth, with a population ofclose to 3,000. Bridge of Earn is located to the west of the M90, and Oudenarde lies on theopposite side and is a strategic development area. The considerable growth of Bridge of Earnduring the 1980s expanded the settlement to the south and west away from its original formalong what was the main road to Edinburgh.4

The M90 runs from Edinburgh to Perth passing through Fife. The road severs Bridge of Earnfrom Oudenarde where there are slip roads onto the local road network. The M90 is currentlyused by the coach network. The A912 is a local road connecting Fife and Perth and passingthrough Bridge of Earn and is used by the local bus network.

The Adopted LDP 2 identifies Bridge of Earn and Oudenarde as part of the Tier 1 Perth Corearea, and suggests that good connections to Perth and the wider area, and to Edinburgh/Fifeto the South, make the area attractive for new development. It identifies the potential forsignificant expansion, as follows:

Employment land at Oudenarde (35ha); Approximately 1,600 housing units at Oudenarde; and 67-104 housing units at Old Edinburgh Road/Dunbarney Avenue.

Bridge of Earn has already seen a considerable amount of development in recent years andhas good existing community facilities including a school, a hall and village centre with a goodrange of facilities and services; however, the Infrastructure Capacity Report4 undertaken in2017 highlights that the Perth Core Villages have limited local infrastructure so they relyheavily on Perth for employment opportunities, shopping and accessing services.

Since this study commenced, the health facility in Bridge of Earn has been closed and 3,000patients have been transferred to practices across Perth with associated transport impacts.5

4 Perth and Kinross Council, Infrastructure Capacity Report – Perth Core Villages, 20175 http://perthcitymedicalcentre.co.uk/press-release-regarding-bridge-of-earn-surgery-closure/ Accessed20/01/2




As described above, in addition to looking at transport in and around Bridge of Earn andOudenarde, this study will also look at movements from the study area to Fife and Edinburgh.In particular, trips from the long-term strategic development areas to the north and west ofPerth6:

Bertha Park – 3,000+ homes and 25+ ha employment land Almond Valley – 704-1,100 homes Perth West – 2,392-3,738 homes and 25+ ha of employment land

Much of the data presented below is sourced from the 2011 Census. This is a robust datasource in terms of sample and collection methodology, however, the extended periodsbetween each collection/publication of this data means that this dataset is now over eightyears old. In that period, the initial phase of the Oudenarde development has taken placeand the affordable and social houses component has been constructed and occupied. TheCensus analysis does not include those already living at Oudenarde.

Figure 6 shows the geographical coverage for the data which will be presented in many of thesections below. These study areas follow the Intermediate and Data Zone boundaries whichare used in many datasets including the Scottish Index of Multiple Deprivation and CensusData. The area has been allocated to Bridge of Earn, Perth City and Wider Perth Area. Thisallocation acknowledges the importance of Perth City and the Wider Perth Area and theimpact they have on the A912 and M90 corridor. Please note that some of the IntermediateZones are large, in particular, the Wider Perth zones, however their resident population issparse.

Some data is only available at a local authority level and this has been stated whereappropriate.

6 Perth and Kinross Council, Perth and Kinross Local Development Plan 2: Proposed Plan 2017




Figure 6. Intermediate Zone Groupings

4.2 Population

The National Records of Scotland provide details of the Perth and Kinross Council areapopulation. The data shows that the population of the area has grown, and is forecast tocontinue to grow steadily to well above the Scottish average, as shown in Table 2. This is alsoreflected in the Perth and Kinross Council LDP2, which recognises that the area hasexperienced significant population growth in recent years and projections show this trend isexpected to continue.7

The combined population of Bridge of Earn and Oudenarde (and Kintillo) was estimated to be5,209 includes the completed social housing as part of the Oudenarde development (Table3).

7 Population projections are not available at a Data or Intermediate Zone level




Table 2. Population Growth and Projections in Perth and Kinross8

YEAR POPULATION(PROJECTIONS

AFTER 2015)

% CHANGE FROM2005

SCOTLAND %CHANGE FROM 2005

2005 138,060

2010 145,600 5% 3%

2015 149,930 9% 5%

2020 153,537 11% 7%

2025 156,895 14% 8%

2030 159,429 15% 9%

2035 161,233 17% 9%

Table 3. Study Area Population Estimate (2018)9

AREA POPULATION (2018)

Bridge of Earn 5,209

Perth City 46,168

Wider Perth Area 20,446

Demographic data varies across the study area. Perth City mirrors the Scottish values in termsof the proportion of the population in each age category, whereas Bridge of Earn has a notablyhigher proportion of children and working age population. This data suggests there is aconcentration of families in the area. Table 4 shows how the age demographic can varysignificantly at an output area level.

Table 4. Population – Age Demographic

8 National Records of Scotland Area Profile9https://www.nrscotland.gov.uk/statistics-and-data/statistics/statistics-by-theme/population/population-estimates/2011-based-special-area-population-estimates/small-area-population-estimates/time-series#2018

AGE GROUP AGED UNDER 16 16-64 OVER 65

Bridge of Earn 20% 19% 62%

Perth City 17% 17% 66%

Wider Perth Area 18% 21% 61%

Scotland 17% 17% 66%




4.3 Scottish Index of Multiple Deprivation

The Scottish Index of Multiple Deprivation (SIMD) is the Scottish Government’s official toolfor identifying and classifying the most deprived areas in Scotland.

SIMD shows where Scotland’s most deprived areas are across a number of indicatorsincluding income, education, employment, health and access to services. The index can beused to help determine areas which may require specific targeting to improve deprivation.

Across the three study area sectors there are 92 zones, and in 2020 nine of those zones werewithin the 20% most deprived in Scotland. These zones were concentrated in Perth City, withnone of the zones in and around Bridge of Earn being within the 20% most deprived. Whenlooking at the ‘Geographical Access’ domain (Figure 7), the four datazones covering Bridge ofEarn (which also extend out to Kintillo and other rural areas) range from being ranked in thelowest 20% (Decile 1) in terms of access up to 60% (Decile 2).10

In August 2019, the medical centre in Bridge of Earn closed and patients were redistributedto practices across Perth. The geographical access indicator should take account of thischange in access to health facilities in the study area.

Figure 7. SIMD Geographic Access Deciles

10 Geographical access is calculated by ranking and standardising the following series of indicators: average drivetime to a primary school; secondary school; GP surgery; post office; retail centre and petrol station; averagepublic transport travel time to a retail centre; GP surgery and post office




4.4 Car Availability

Looking in more detail at some of the factors which influence the SIMD, the Census 2011outputs show that the percentage of households with no access to a car is 12% in Bridge ofEarn, 34% in Perth City and 13% in the Wider Perth Area compared to the national average of31% for Scotland. Figure 8 shows car ownership at a datazone level across the study area.

Figure 8. Census 2011 Households with No Access to a Car/Van (%)11

4.5 Economic Activity

The proportion of unemployed persons in Perth City is 4%, 3% in the Wider Perth Area and2% in Bridge of Earn, all below the Scottish average of 5%. Higher levels of unemploymentare found in pockets of Perth city.

11 https://www.scotlandscensus.gov.uk/




Figure 9. Census 2011 Households Economically Active: Unemployed (%)12

In 2017, according to the Annual Population Survey, there were 73,200 economically activepeople in the Perth and Kinross Council area, 76.7% of the working population, higher thanthe Scottish average of 74.3%. Table 5 presents the time series of economic activity in Perthand Kinross compared with Scotland and shows a general increase in economic activity overthe last five years.

The industries that employed the highest proportions of the working age population in Perthand Kinross are retail (16%), human health and social work activities (14%), construction (9%),and hospitality (9%).

Table 5. Economically Active Population and Rate (Annual Population Survey)

2013 2014 2015 2016 2017

Scotland2,495,100

(70.8%)2,558,800

(72.6%)2,582,900

(73.1%)2,581,000

(73.0%)2,618,100

(74.3%)

Perth and Kinross70,200

(75.5%)71,900

(76.3%)74,400

(78.8%)73,200

(76.9%)73,200

(76.7%)

Mean and median gross household income estimates are provided at Data Zone level for 2014based on analysis of the Scottish Household Survey results. More up-to-date estimates areavailable for 2019 from the Office of National Statistics, however, the data is notdisaggregated to Output Areas to allow for analysis at the study area level.

The 2014 data reflects the SIMD outputs and shows that the average weekly income is 14%above the Scottish average with Perth City showing that it is 6% below the Scottish average.

12 Census 2011, https://www.scotlandscensus.gov.uk/, accessed on 25/02/2019




Table 6. Average Household Income13

AVERAGE HOUSEHOLDINCOME (WEEK)

DIFFERENCE FROMSCOTTISH AVERAGE

Bridge of Earn £745 14%

Perth City £613 -6%

Wider Perth Area £699 7%

Scotland £651

4.6 Employment and Travel to Work

To understand the role of commuter travel on the study area corridor we need to look at themovements between Perth City and the Wider Perth Area to Bridge of Earn, Fife andEdinburgh. This section reviews the Scottish Census 2011 which provides details of originsand destinations of workers. Analysis of this data shows that 26,088 people work in PerthCity with 50% of those workers coming from within Perth City, 4% from Bridge of Earn, 6%from Fife and 1 % from Edinburgh. The flow of commuters from Bridge of Earn to Perth Cityrepresents 38%/955 of all employees living in Bridge of Earn (note 23% of employees workfrom home or have no fixed place of work).

The dominant mode for commuters travelling along the corridor to work in Perth City is car(ranging from 85-94%) and is considerably higher than the Scottish average of 56%. Bus usefor Bridge of Earn residents travelling to work in Perth City is 13% compared to 4% for Fifeand Edinburgh. Rail use for all destinations is low, with Dundee and Edinburgh destinationshaving the highest proportion of rail users at 4% which is equivalent to the Scottish average.

Table 7. Travel to Work Origins for Employees working in Perth City1415

WORK INPERTH

CITY

% OFPERTH CITY

EMPLOYEESTRAIN BUS CAR

ON FOOT ORCYCLING

Scottish average 4% 10% 56% 11%

Bridge of Earn 955 4% 0% 13% 85% 1%

Fife 1,537 6% 1% 4% 94% 0%

Edinburgh 195 1% 4% 4% 92% 1%

Perth City 13,162 50% 0% 14% 52% 32%

Wider Perth Area 3,120 12% 0% 16% 79% 4%

13 https://statistics.gov.scot/data/local-level-average-household-income-estimates-2014Average weighted based on full/part/self employed population from Census 201114 Other modes of travel not included. Figures may not sum to 100%15 https://www.scotlandscensus.gov.uk/




WORK INPERTH

CITY

% OFPERTH CITY

EMPLOYEESTRAIN BUS CAR

ON FOOT ORCYCLING

Dundee 933 4% 4% 5% 91% 1%

Rest of P&KC 4,800 18% 0% 13% 83% 3%

Figure 10. Origins of Perth City Employees

Looking at the reverse movement of where Perth City residents work, shows that 56% workwithin Perth City and 4% travel south east of Perth to Bridge of Earn (1%), Fife (2%) andEdinburgh (1%).

Although car use is still high for those travelling outside of Perth to work, there aredestinations with a relatively high bus use, with 15% travelling to work in Bridge of Earn bybus and 18% to Edinburgh. As a destination, Edinburgh also has the highest proportion of railusers, at 8%.

In addition to those travelling from Perth City, there are also commuters likely to use thecorridor travelling to and from the Wider Perth Area and the rest of Perth and Kinross Councilarea to Bridge of Earn, Fife and Edinburgh. 456 commuters travel from the Wider Perth Areato Bridge of Earn (60), Fife (199) and Edinburgh (197) with high levels of car use for allmovements. Rail and bus use has a higher proportion of use for trips to Edinburgh (10% and9%, respectively).




From the rest of the Perth and Kinross Council area 2,528 commuters travel to Edinburgh(942), Fife (1,501) and Bridge of Earn (85). Again, car use for all movements is high however,11% of Edinburgh workers travel by train and 8% travel by bus.

The figures show that for longer journeys to work, and particularly where there is a constraintat the destination, for example, parking charges in Edinburgh city centre, then there is apropensity to use public transport.

Table 8. Census Travel to Work Destinations for Perth City Residents1617

PERTH CITYRESIDENTS -

PLACE OFWORK

PERTH CITYRESIDENTS -

PLACE OFWORK %

TRAIN BUS CARON FOOT

ORCYCLING

Perth City 13,162 56% 0% 14% 52% 32%

Bridge of Earn 171 1% 0% 15% 81% 4%

Fife 404 2% 2% 2% 94% 0%

City of Edinburgh 334 1% 8% 18% 71% 2%

Dundee City 1,028 4% 8% 13% 77% 1%

Working athome

10,666 15% 0% 0% 0% 0%

No fixed place ofwork

7,159 10% 1% 3% 87% 5%

16 Other modes of travel not included. Figures may not sum to 100%17 https://www.scotlandscensus.gov.uk/




Figure 11. Perth City Residents – Place of Work

Figure 12. Method of Travel to Place of Work or Place of Study18

In terms of distance travelled to work, 2011 Census data indicates that 29% of the people inBridge of Earn travel to work/ place of study between 5km to 10km. This is higher than thefigure for Perth City ( 4%), Wider Perth Area (19%) and Scotland (17%).

18 Census 2011, https://www.scotlandscensus.gov.uk/, accessed on 25/02/2019

0%

10%

20%

30%

40%

50%

60%

70%

Workfromhome

Train Bus/coach Driver Car/vanpassenger

Bicycle On foot Other

Bridge of Earn Perth City Wider Perth Area




A further ten percent of the Bridge of Earn population reported that they travel less than 5km. Figure 13 shows further details.

Figure 13. Comparison of Distance Travelled to Work Place

4.7 Accessibility

SYSTRA has recently undertaken accessibility analysis modelling for Tactran to inform themonitoring of Regional Transport Strategy. The analysis included the use of the accessibilitysoftware TRACC which measures and analyses the time taken to travel to various destinationsusing public transport. This modelling includes analysis of access to employment and theoutputs have been summarised here.

The mapping shows accessibility to employment centres and a score of how many are within30 minutes by public transport. The outputs have similarities to the SIMD access to Servicesmapping and show that although Bridge of Earn has access to a lower number of employmentcentres compared to Perth, it is similar to other towns and villages located outside of Perth.

The 800m walk distance within this analysis is the ‘real’ walk distance (i.e. via the road/pathsnetwork rather than crow-flies) and strikes a balance between access to bus, rail, ruralservices, and allowing ‘direct walk’ (i.e. not using public transport) trips to destinations.However, it should be noted that for access to bus, access to a bus stop within 400m shouldbe the target for urban areas, and is standard for new developments.

0%

5%

10%

15%

20%

25%

30%

35%

40%

Workmainly ator fromhome

Less than2km

2km toless than

5km

5km toless than

10km

10km toless than

20km

20km toless than

30km

30km andover

Other (2)

Bridge of Earn Perth City Wider Perth Area Scotland




Figure 14. Accessibility to Key Employment Centres (Tactran RTS Monitoring)

4.8 Socio-Economic Summary

The key points arising from the socio-economic analysis are:

Population in the Perth and Kinross Council area is projected to increase above thenational average;

Bridge of Earn has a higher proportion of under 16 and 16-64 population compared tothe national average, suggesting a concentration of families in the area;

Nine zones in the 20% most deprived in Scotland are located in the Perth City area, nozones are located in Bridge of Earn, however, looking specifically at Geographical Access,two of the zones on the edge of Bridge of Earn are considered to be in the 20% mostdeprived;

The number of households with no access to a car is significantly below the Scottishaverage in Bridge of Earn, 12% compared to 34% suggesting a reliance on car for travel;

11% of Perth’s employees travel from Bridge of Earn, Edinburgh and Fife and car is thedominant mode and considerably above the Scottish average (85-94% compared to theScottish average of 56%);

13% of Perth City employees travel from Bridge of Earn by bus which is above theScottish average of 10%;

Four percent of Perth City residents work in Bridge of Earn (1%), Fife (2%) and Edinburgh(1%); and

The figures show that for longer journeys to work, and particularly where there is a

constraint at the destination, for example, parking charges in Edinburgh city centre,

then there is a propensity to use public transport.







5. TRANSPORT NETWORK

5.1 Overview

Perth and Kinross is subject to significant development pressures, particularly in relation tothe supply of residential and employment land around Perth. This demand, coupled withtopography constraints and increasing traffic demand, has led to increases in journey timedelays and queuing at various locations during peak travel times.

Core corridors between the market towns and Perth (and other key destinations such asDundee and Stirling) have hourly daytime bus services six days a week. However, those livingoff these corridors can have limited access to public transport services. For many, this has ledto a reliance on the private car as a means of transport, something that is particularly true forthose with employment patterns that do not align with peak travel periods, such as hospitalshift work. This is highlighted in the previous chapter which suggests Bridge of Earn hassignificantly higher car ownership than both Perth City and the national average. The LocalDevelopment Plan indicates that there’s a need to ensure that alternative options to the carare available and that future development of the area is likely to require major roadinfrastructure investment as well as improvements to walking, cycling and public transportroutes.19

This chapter explains how transport currently operates in the study area. The chapter focuseson active travel, public transport and road to understand the travel choices which weredescribed in the preceding chapter.

5.2 Walking and Cycling

The Core Paths Plan for Perth and Kinross was adopted by the Council in January 2012 andrevised in 2017. Figure 15 shows the network of paths in the Bridge of Earn area.

19 Perth and Kinross Council LDP (Adopted), page 33




Figure 15. Core Paths Plan (Perth and Kinross Council, 2017)

One of the paths identified above is a national cycle route – NCN 775 runs through Kinross toPerth (via Bridge of Earn) where it links with NCN 77 which runs between Dundee andPitlochry via Perth (Figure 16).




Figure 16. National Cycling Network Passing Through Perth and Kinross Council (Sustrans, 2018)

The Perth Cycle Network Masterplan summarises the key points outlined in the 2017 AnnualCycling Monitoring Report for Perth and Kinross Council which shows that the Perth andKinross Council area is behind the Scottish average with cycling as the main mode of travelfor 0.5% of journeys, compared to 1.2% across Scotland (Scottish Household Survey 2017).The percentage cycling to work "usually" or "regularly" declined from 4% in 2012-13 to 2.8%in 2014-1520.

The Perth area is compact, with surrounding settlements (Scone, Luncarty, Bridge of Earn,Walnut Grove and Almondbank) within 3 to 7 km (approximately 2 to 5 miles) of the citycentre, or a reasonable cycling distance. Journeys under 5km make up 49.1% of all journeys

20 Note, 2017 data was not reported in SHS local authority tables due to low sample size.




in the council-wide area (Scottish Household Survey 2017) and the Perth Cycling Masterplanhighlights that this distance can often be cycled in about 15 minutes. The Masterplanidentified seven core route alignment options along the assessed corridors and these arepresented in Figure 17.

One of the identified corridors is from Bridge of Earn to Perth city centre. The study suggestedthat the likely demand for this route may be low due to small settlements in the area andlimited employment sites but could have major benefits for the national cycle network byconnecting NCN 77 with NCN 75.

Figure 17. Map of Core Routes Alignment Options (Perth Cycling Masterplan, 2018)




5.3 Public Transport: Bus

Bus Services

The Infrastructure Capacity Report, 2017 – Perth Core Villages highlighted that Bridge of Earnhas excellent connections to Perth by bus with frequent services (Service 17; 36; 56/56A; X56,66) which, combined, run every 20 minutes in core periods (not clockface).

There is also a late evening service which runs from Perth to Bridge of Earn until 22:50. Theprincipal services are run commercially by Stagecoach, with some of the off-peak and eveningservices operating with PKC’s financial support.

Citylink operates a long-distance coach service between Perth and Edinburgh, on the routeEdinburgh – Dunfermline – Perth – Dundee – Forfar and Aberdeen.

The Perth and Kinross Council area comprises diverse urban and rural elements andStagecoach is the main bus operator across the Council area. Figure 18 shows the bus routesoperated by Stagecoach. The southerly routes connect to Bridge of Earn, as described in Table9. The majority of the services depart/terminate from/at Perth bus station which providesan opportunity to interchange with other services with associated time and fare penalties (ifapplicable). Interchange opportunities include the following:

23/27 – Aberfeldy/Pitlochry (hourly); 57/A – Blairgowrie –(half hourly); 19 - Blackford/Stirling (hourly); 15 – Crieff/Comrie/St Fillans/Stirling (half hourly); and 4 – Bertha Park (hourly).

Figure 18. Bus Services Operated by Stagecoach in Perth City (Stagecoach, 2018)




Table 9. Bridge of Earn Bus Services21

SERVICE ROUTE FREQUENCYNUMBER OF SERVICESWEEKDAY 0700-0900

Stagecoach56/56A

Dunfermline – Kelty– Kinross – Bridge ofEarn – Perth

2 Hourly service Monday –Saturday, limited serviceSundays

1 – northbound only

StagecoachX56B

Edinburgh – FerrytollP&R – Halbeath P&R– Kelty – Kinross –Milnathort – Bridgeof Earn – Perth

Hourly service Monday –Saturday, stopping at BoEin the morning peak(Edinburgh-bound) andevening peak (Perth-bound) only, limitedservice Sundays (X56B)

1 – southbound only

Stagecoach17

Auchterarder –Dunning – Bridge ofEarn – Perth

4 Daily services Monday –Saturday. Two Sundayservices

3 – northbound only

Stagecoach36

Glenrothes –Newburgh – Bridgeof Earn - Perth

Hourly service Monday –Saturday, limited serviceSundays

2 – each direction

Service 66APerth –Auchtermuchty -Glenrothes

2 daily services on Saturday No weekday service

The bus services operating in the Bridge of Earn/Kinross-shire area have been subject tosignificant changes in terms of both financial support and timetables over the last few years.The X56 service is a relatively new commercial initiative by Stagecoach East Scotland tointroduce a ‘stopping’ express service between Perth and Edinburgh, which allowed theCouncil to subsequently review the scope and nature of their tendered network on thecorridor.

The ability for bus operators to make operational changes/improvements quickly (circa 70days) is a major opportunity in terms of addressing new demands; however, it is also a liabilityif the same services can be withdrawn at 70 days’ notice. Out of town areas, such as Bridgeof Earn and Oudenarde, are traditionally subject to review of routing – again, this can be bothan opportunity and a risk.

In terms of fares (at Mar-20), Stagecoach has a range of zone tickets for the area that covers:

Perth Zone (Perth City), Dayrider £4 and Megarider £7.60; Perth + Zone (wider Perth area including Bridge of Earn), Dayrider £4.50 and Megarider

£10.60; Fife Dayrider Plus (Covers from Perth/Bridge of Earn to Edinburgh), Dayrider £11.50 and

Megarider £30; A single from Bridge of Earn to Perth, Canal Street is £2.30; and

21 Stagecoach, https://www.stagecoachbus.com/timetables, accessed on 25/02/2019




A single from Bridge of Earn to Edinburgh is £12.

Perth and Kinross Council recognise that accessible transport is a key driver for enablingsustainable transport network and Figure 19 indicates that for the period 2011/12, 93% of thehouseholds in Perth and Kinross were within an 800-metre straight line distance of a bus stop.It should be noted that this is most up to date readily available data, however, there has beena recent switch towards assessing accessibility within 400m of new developments. This pointis highlighted in the Adopted Perth and Kinross LDP 2 (p103, “access to local bus routes withan appropriate frequency of service which involve walking no more than 400m are available”).

Figure 19. Households within 800m of Bus Stop 2011/12 (PKC, 2018)

5.4 Travel to Work by Bus

The bus service information above illustrates a regular and frequent bus service from Bridgeof Earn to Perth with less frequent services to Edinburgh and Fife (note, these services toEdinburgh and Fife may not have existed in 2011 when Census data was collected). TheCensus Travel To Work data presented in the previous chapter, however, does not reflect thisgood service as only 13% of Bridge of Earn residents travel to Perth City by bus.

Looking in more detail at the bus routes and employment centres within Perth City providessome explanation of why the usage is low. The Datashine outputs suggest that Bridge of Earnresidents travelling by bus are concentrated in Perth City Centre (see Figure 20). In contrast,Hillyland, Tulloch and Inveralmond is the second most popular work destination zone in PerthCity from Bridge of Earn but is not served by a direct bus service from Bridge of Earn. Themajority of services terminate or originate at Perth Bus Station requiring passengers to




connect with onward services, reducing the attractiveness of the mode (see section 5.3.4 fordetails of interchange options)). As a result, the majority of trips to Hillyland, Tulloch andInveralmond are undertaken by other modes, 193 in total by modes excluding bus (Figure 21).

In addition, a further 493 travel from Edinburgh and Fife to Hillyland, Tulloch and Inveralmondwhich would require passing Bridge of Earn with only 5% currently using public transport.

Figure 20. Datashine – Bus Commuters from Bridge of Earn to Place of Work22

Figure 21. Datashine - Commuters Using all modes from Bridge of Earn to Place of Work

22 https://scotlandcommute.datashine.org.uk/ Accessed on 10/02/2020




Bus Stops

Data from the 2008 Buses Strategy and Community and Demand Responsive Transport ActionPlan suggests that across all of Perth and Kinross there were 1,715 active bus stops with 385stops providing shelters (22%) and 41% include timetabling information. It should be notedthat due to the rural nature of the wider Perth area, hail and ride is frequently operated and22% of stops in Perth and Kinross operate on this basis.23 It is recognised that this data is nowrelatively old, and updated information will be sought through further engagement with theCouncil’s Public Transport Unit and internal analysis in later stages of the project if required.

Figure 22 shows the locations of the bus stops in Bridge of Earn. The majority of these stopsare served by the 17, 36, 56/A and X56 and 66A Stagecoach services.

Figure 22. Bridge of Earn – Bus Stop Locations

Bus Patronage

In 2017, “everyday use or almost every day use” of local bus services in Perth and Kinross hasincreased by 1.6% when compared to 2014. National figures which have remained relativelystable (but higher) across all frequencies over the same time period. It should be noted thatthis data is based on the Scottish Household Survey compiled from a relatively small sampleof surveys (240 for Perth and Kinross in 2017), and, may impact on the annual trends.

23 Tactran, Buses Strategy and Community and Demand Responsive Transport Action Plan, 2008




Table 10. Use of Local Bus Services in Perth and Kinross & Scotland from 2014– 2017 (%)24

2014 2017

PERTH SCOTLAND PERTH SCOTLAND

Every day or almost every day 5.1 9.7 6.7 9.7

2-3 times per week 7.7 11.3 9.0 10.6

About once a week 7.3 7.6 9.1 7.9

About once a fortnight or oncea month

16.5 13.6 12.3 14.7

Not used in past month 63.4 57.7 62.9 57.1

5.5 Public Transport: Park and Ride

There are three Park & Ride sites operating in Perth and Kinross , which provide links for bothbuses to Perth City Centre and express coaches serving other Scottish cities. Broxden P&R isthe most relevant site for this study due to its proximity to the corridor and the connectionsit offers to Edinburgh and Fife. Table 11 provides more details on the sites capacity and thelinks with the various bus services.

Table 11. Park and Ride Facilities (Perth and Kinross Council, 2018)

SITES SERVICES/ LINKS CAPACITY

Perth Park & Ride (Broxden) Perth City CentreExpress coaches toEdinburgh, Glasgow, Dundee,Aberdeen and Inverness

400

Scone Park & Ride Perth City Centre 50

Kinross Park & Ride Links to Edinburgh, Perth, Dundee,Aberdeen and Inverness

126(including 8 disabledparking bays and12cycle lockers)

The Oudenarde Masterplan proposes the creation of a ‘Park and Ride’ facility on its site, whichwould accommodate up to 250 cars. The facility could complement the other sites aroundPerth by intercepting car trips from the south.

24 SHS Local Area Analysis




5.6 Public Transport: Rail

Access to Rail

Bridge of Earn is located on the Edinburgh to Perth railway line and was previously served bya station which closed in 1964. The former station has Perth station to the north andLadybank to the south and is located on a single-track section of the line (from Ladybank toHilton Junction).

The Masterplan for the Oudenarde development includes land which has been allocated fora rail halt facility and park and ride facility should this be required and recognises that this willhave the potential to significantly improve connections to Perth as well as Fife and Edinburgh.

Improved journey times to Edinburgh from Perth are identified in the Scottish Government’sStrategic Transport Projects (Project 17). However, there are currently no timescales for thisproposal and progressing this project is likely to require joint working with Fife Council, thetwo Regional Transport Authorities, Transport Scotland, Network Rail and the franchiseoperators. The line is currently single track and this is a key constraint for additional stationson the line and the delivery of faster journey times.

The adopted Perth and Kinross LDP2 highlights the potential for a new station at Oudenardeand an improved station at Perth in its Connected Place Strategy Map, as per Figure 23 below.

Figure 23. LDP2 Strategy Map: A Connected Place (P&K Council, Proposed P&K LDP2, 2017, p97)

According to the 2016 Scotland Route Study by Network Rail the number of passengerstravelling by rail in Scotland has seen sustained growth since 1995/96, increasing by 96 percent to 96.1 million journeys in 2014/15. The patterns for Perth and Ladybank stations are




similar with the Office of Rail and Road reporting growths of 243% and 329% respectivelysince 1997-98. In 2017-18 Perth had 1,117,248 and Ladybank had 84,470 entries and exits.

Figure 24. Entries and Exits Time Series for Perth and Ladybank rail stations25

Data from the Scottish Household Survey, summarised in Table 12, indicates that the uptakeof rail services in the Perth and Kinross area is significantly lower than the Scottish averageand reducing further, although it should be recognised that these figures are based on a smallsample size, and it is therefore likely that the ORR data above, is more representative ofuptake in area.

Table 12. Use of local train services in Perth and Kinross and Scotland from 2014 – 2017 (%)26

2014 2017

PERTH ANDKINROSS

SCOTLANDPERTH AND

KINROSSSCOTLAND

Every day or almost every day 0.4 2.2 **27 2.6

2-3 times per week 0.2 2.1 ** 2.2

About once a week 2.4 5.0 ** 4.3

About once a fortnight or oncea month

17.9 21.2 12.9 21.9


From Perth railway station, there are regular ScotRail services to and from Stirling, Dundeeand Pitlochry with a journey time around 30 mins. Direct trains to and from Edinburgh run at

25 Office of Rail and Road, Estimations of Station Usage, https://orr.gov.uk/statistics/published-stats/station-usage-estimates, accessed on 26/02/201926 SHS Local Area Analysis27 Sample sizes below 5 not reported

0

200,000

400,000

600,000

800,000

1,000,000

1,200,000

1,400,000

19

97

-98

19

98

-99

19

99

-00

20

00

-01

20

01

-02

20

02

-03

20

04

-05

20

05

-06

20

06

-07

20

07

-08

20

08

-09

20

09

-10

20

10

-11

20

11

-12

20

12

-13

20

13

-14

20

14

-15

20

15

-16

20

16

-17

20

17

-18

Perth Ladybank




approximately one-hour intervals with journey times around 1 hour and 25 minutes. Directservices to and from Glasgow run hourly from Queen Street and take around an hour. Thetwo other rail operators that serve the station are:

Caledonian Sleeper providing services between London Euston and Scotland servingGleneagles, Perth, Pitlochry and Rannoch Station

LNER providing daily return services between Inverness, Pitlochry, Perth, Gleneagles andLondon.

The rail station is located approximately 200 metres from Perth Bus Station where themajority of bus services serving Bridge of Earn terminate (as identified in Table 9). This createsan interchange opportunity for Bridge of Earn residents and others using the corridor toaccess the strategic rail network.

The 2016 Future Rail Developments in Perth28 report, by Perth and Kinross Council Enterpriseand Infrastructure Committee, identifies the electrification of the lines between Perth andDunblane, and Perth and Edinburgh, as a key priority for enhancing the rail network.

Newburgh and Oudenarde: Initial Rail Demand Feasibility Study (2015)

A Working Group comprising SEStran, Tactran, Fife Council and Perth & Kinross Councilcommissioned a feasibility study in 2015 of potential new station openings at Oudenardeand/or Newburgh in the Fife Council and Perth & Kinross Council areas.

This feasibility work was designed to examine if there was sufficient evidence to undertake amuch fuller appraisal. The early work was also to investigate the potential impacts on existingservices and identify any impacts on aspirations for an improvement to journey timesbetween Inverness and Edinburgh. The study was also designed to gather the early views ofthe rail industry on any new station on this section of the route, as ultimately the rail industrywould be required to manage, maintain and operate any new service.

The study looked at the introduction of an hourly stopping service on Edinburgh – Perthservices with options tested for Newburgh only and Oudenarde only. Although boarding andalighting levels were predicted to be considerably higher at Oudenarde, the much higherbenefits per passenger for users of Newburgh station resulted in a greater total economicbenefit for Newburgh station. Benefits per passenger for users of Newburgh station werepredicted to be greater due to the relative difference between existing and future generalisedcost being greater for Newburgh users than Oudenarde. This was due to the less-attractiveexisting public transport and car journey times to/from Newburgh compared toOudenarde. This approach looked at improved rail transport but did not consider improvedbus services.

28 Perth and Kinross Council Enterprise and Infrastructure Committee, Future Rail Developments in Perth, March2016, https://www.pkc.gov.uk/media/35404/16-03-23-Item-9-16-132-/pdf/16-03-23_-_Item_9_(16-132),accessed on 05/02/2019




5.7 Rail User Surveys

Perth Railway Station

In March 2018, TACTRAN undertook a number of rail passenger surveys for the Tay CitiesRegion. Undertaken via postcard surveys, the results provide a useful overview of how railstations are used in the area, how people travel to the stations and where they come from.

Perth Rail Station is located to the southwest of the city centre. It features two, unmanned,car parks: one at the main entrance (accessed from Leonard Street), and another at the backof the station (accessed from Glasgow Road). There are a total of 60 spaces, includingdedicated spaces for blue badge holders and electric car charging points.

Over the survey period 1,494 passengers were observed boarding train services in Perthstation. Of the 1,494 boarding passengers, 521 returned valid responses , giving an effectivesample rate of 35%.

Table 13 summarises the key statistics for Perth which show that 38% of users arrive by carat Perth with 40% of travellers originating in Perth and 1% coming from Bridge of Earn. Thetop three destinations were Glasgow (21%), Edinburgh (19%) and Dundee (18%). Over a thirdof the respondents (35%) indicated commuting was the main reason for their journeyfollowed by a quarter who answered employer’s business. Fifteen per cent interviewedindicated that they travelled to the station by bus.

Respondents were also asked the reasons for deciding to travel from Perth railway stationover other possible stations. All of the reasons passengers found applicable when choosingthis particular station were recorded, so multiple answers were selected by individualparticipants. Over two thirds (67%) pointed to convenience, in terms of proximity of thestation, followed by 18% who said proximity to their destination.

Table 13. Perth Key Statistics

PERTH KEY STATISTICS

21%

15%

44%

17%

2% 1%

Mode Split for Travel to Perth station

Car driver Bus Walk Car passenger Bicycle Train





Top Origins 40% Perth 9% Edinburgh

Top Destinations 21% Glasgow 19% Edinburgh

5.8 Network Rail: Scotland Route Study

The Scotland Route Study provides an evidence base that informs funders when consideringrail industry investment choices for Control Periods 6 and 7 between 2019 and 2029.

The long-term planning process is designed to consider the role that the railway plays insupporting the UK economy over the next 30 years. This includes addressing the demandsthat are likely to be placed in that time, capturing stakeholder aspirations to develop new orimproved train services and to present investment choices for funders to accommodate thesedemands and future aspirations.

The following stages in relation to Bridge of Earn/Perth outline a number of options that havebeen appraised and discussed for inclusion in future control periods.

Options that have been recommended for progression included in the study area:

Central Belt to Inverness Enhancement Ladybank to Hilton enhancement to improve capacity and journey times.

5.9 Public Transport and Car Journey Time Comparison

To understand the travel mode split for journeys to work in Perth and Edinburgh the journeytimes for car, bus and rail journeys have been identified and are presented in Table 14 andFigure 25. A range of destinations have been identified including cities and major employers(Aviva – 1,100 employees, SSE – 2,000 employees). The journey times are taken from Googleand represent the car and public transport journey time estimates for travel between 0800and 0900 on a Tuesday. The car journey times show a large variance representing potentialdelays on approach to Edinburgh in the AM peak. These times do not represent any timespent locating a parking space at the destination. The journey time comparisons show thatpublic transport can only compete with car journey times at the upper end of the car journeytime range.

Fares and frequencies are also shown in Table 14 and highlight that rail fares are significantlyabove the bus fares identified.




Figure 25. Journey Time Comparisons

Table 14. Journey Time Comparisons29

ORIGIN DEST CAR BUS RAIL

JTJT FARE

FREQP/HR

JTFARE FREQ

P/HR

Bridgeof Earn

Perth –CanalStreet

9-12 17-23 £2.30 6

Edinburgh 60-100 95 £12 1

105-114(Busservice 36to Perthstation)

£20.40 2

Aviva 10-14 29-32 £2.30 2

SSE 16-2642-57 (1change)

£4.40 3

Dundee 35-5582 (1change)

£7 1

51-77minutes(Busservice36/17 toPerth thentrain)

£11.10 2

29 Google.com/maps (accessed 17/02/2020 for travel options between 8am-9am) and Traveline Scotland

0

20

40

60

80

100

120

BoE - CanalStreet

BoE -Edinburgh

BoE - Aviva BoE - SSE BoE - Dundee Perth -Edinburgh

Jou

rney

tim

e8

-9am

(min

ute

s)

Origin-Destination

Car Maximum Car Minimum Bus Rail




ORIGIN DEST CAR BUS RAIL

JTJT FARE

FREQP/HR

JTFARE FREQ

P/HR

Perthstation

Edinburgh 65-110 87-99 £12 6 75 £18.10 1

5.10 Transport Network: Road

The road network around Perth includes the M90 and the A9 trunk roads which connect itwith the Central Belt, the A85 which provides links to Crieff and further west, the A90 whichlinks it to Dundee, and the A9 connecting Pitlochry and further north.

The local road network in Perth is characterised by the A989 inner ring road around the citycentre, the Perth and Queen’s Bridge crossings over the River Tay and, to the west, three maincorridors accessing the city centre from the direction of the A9 - Dunkeld Road, Crieff Roadand Glasgow Road. The main focus of this study, however is the corridor to the south of Perth– the A912 and M90 corridor. The network is shown in Figure 26 with the area of interesthighlighted.

Figure 26. Road Network Around Perth




The road network around Bridge of Earn and Oudenarde includes the M90 Junction 9 and theA912 that runs through Bridge of Earn and links to Perth to the north and the A91 to thesouth. Proposed improvements in the area include an upgrade of Junction 9 to traffic signalsat the on/off slips and the A912, and potentially lengthening of the northbound on slip. Theseproposed improvements are the subject of discussion between the developer and both localand trunk road authorities and would be delivered as part of the Oudenarde development.

Although somewhat dated now, the Shaping Perth’s Transport Futures report identified areaswhere significant queuing occurred in the PM Peak (see Figure 27, the red lines representobserved queuing in the PM Peak). This presented a picture of delays resulting from theconflict between local traffic and traffic travelling through the city, constraints imposed onthe local road network by the Perth and Queen’s Bridges and the lack of a suitable alternativeeast-west route that would avoid the centre of Perth. Areas where queuing were observedincluded:

Trunk Road Network - A9, Inveralmond Roundabout, Broxden Roundabout, A85 (CrieffRoad).

Local approach roads - A93, A94, A90 (Dundee Road). Town Centre - Perth Bridge, Queen’s Bridge, Glasgow Road, Dunkeld Road, Atholl Street

Figure 27. Observed Congestion – PM (August 2009), Shaping Perth’s Transport Future

As part of the development of the Tay Cities Regional Transport Model, speed data wascollected and is presented in Figure 28 below. The figure shows the difference between AMand IP speed data to identify sections where delays occur. The outputs reflect the significantdelays and queues that develop during the morning peak, specifically in the Gannochy andBridgend to the east of the city, on A9 approaches to Broxden Roundabout in the west, A9approaches to Inveralmond Roundabout in the north and A912 Edinburgh Road in the south.




Although these delays are outwith the study area they are expected to be influenced bytransport choices made on the M90/A912 corridor.

Figure 28. Speed Difference Between AM and IP – 2017 INRIX Data

5.11 Air Quality Management Area

Increased vehicle flow and delays are detrimental to air quality within the city’s Air QualityManagement Area (AQMA). The AQMA was designated in 2006 as a result of a series of airquality investigations within the city, which predicted that the national objective for nitrogendioxide would not be achieved at a number of locations. The AQMA comprises the whole builtup area of Perth, an area much greater than the minimum required by legislation. Nitrogenoxides react to form nitrogen dioxide, and in Perth over 80% of nitrogen oxides within theAQMA originate from road vehicles. The 2009 Air Quality Action Plan included initiatives on




bus and freight quality, green travel planning, eco driver training, Park + Ride, integration ofair quality and planning and the Cross Tay Link Road scheme.30

5.12 Perth Transport Futures – Measures

The data presented above is from 2017, however, this does not take into consideration theimpact planned developments are forecast to have on journey times in the area and may haveon air quality. Perth and Kinross Council has been working with Tactran in consultation withTransport Scotland to identify solutions which would facilitate the long-term development ofthe City and the wider region and ensure that the strategic trunk road network is notcompromised. The package of measures identified are outlined in the Perth’s TransportFutures document and in terms of road infrastructure includes:31

Improvements to the A9/A85 Crieff Road junction (this phase was delivered in 2018); Cross Tay Link Road (CTLR) which, when complete, will connect the A9 to the A93 & A94,

requiring the construction of a new bridge across the River Tay north of Perth (this phaseis now at an advanced stage, with funding confirmed, and is due to open in 2024);

a package of measures to reduce congestion and improve air quality within Perth CityCentre;

improvements to public transport including new Park & Ride sites serving Perth; and improved pedestrian and cycle facilities.

5.13 Summary of Transport Network

This review of transport in the study area identified a number of key points to be considered:

Cycling - Perth Cycling Masterplan identified the corridor from Bridge of Earn to Perthcity centre as requiring development however the study also suggested that the likelydemand for this route may be low due to small settlements in the area and limitedemployment sites but could have major benefits for the national cycle network byconnecting NCN 77 with NCN 75.

The corridor is served by local and strategic bus services by Stagecoach and Citylink.Bridge of Earn has peak time express services to Fife and Edinburgh and a regular busservice to Perth. In the southbound direction, there are connections to Auchterarderand Glenrothes. The combined services result in a service between Bridge of Earn andPerth approximately every 15-20 minutes (Mon-Fri 0800-1800).

Although there is a regular bus service to Perth the proportion of Bridge of Earn residentsusing it to access work in Perth remains small (although comparable with eth Scottishaverage). Datashine outputs show that bus travel is not attractive for those travelling towork outside of Perth City Centre due to the majority of services terminating at PerthBus Station and/or not serving the second most popular work destination in Perth -Hillyland, Tulloch and Inveralmond.

In 2017, “everyday use or almost every day use” of local bus services in Perth and Kinrosshas increased by 1.6% when compared to 2014.

Bridge of Earn is located on the Edinburgh to Perth railway line and was previouslyserved by a station which closed in 1964.

30 Perth and Kinross Air Quality Action Plan, 200931 LDP2, page 257




Masterplan for the Oudenarde development includes land which has been allocated fora rail halt facility and park and ride facility.

Improved journey times to Edinburgh from Perth are identified in the ScottishGovernment’s Strategic Transport Projects (Project 17).

Office of Rail and Road reporting growths in entries and exits and Perth and Ladybank of243% and 329% respectively since 1997-98.

Journey time comparisons between car and public transport show that public transportcan only compete with car journey times at the top end of the journey time range (peakdelays impacting on car journey times).

INRIX data identifies delays and congestion on many of the key routes into and aroundPerth during the morning peak period, including on the A912 Edinburgh Road corridorbetween Craigend and Marshall Place In addition, the data identifies the delays on theapproaches to Inveralmond and Broxden Roundabout.

Traffic related emissions have contributed to the Perth City area being identified as anAir Quality Management Area.







6. CONSULTATION

6.1 Workshop Consultation

Participation and consultation are key elements of a STAG study and ensure the interests ofstakeholders are considered in an inclusive, open, transparent and appropriate manner. Inparticular, consultation is useful in the identification and analysis of transport problems andopportunities which forms the starting point of any STAG study.

6.2 Workshops

Two workshops were held:

The Steering Group was invited to take part in a Workshop focussing on Problems,Opportunities, Issues and Constraints, Transport Planning Objectives and OptionGeneration. The workshop took place on 16th January 2019 at Tactran’s offices in Perth;

A stakeholder workshop was held on 21st January 2019, covering similar topics to thefirst workshop, but extending to key stakeholders beyond the Steering Group. Attendeesincluded representatives from:

Tactran; Perth and Kinross Council (officers); Stagecoach; Earn Community Council; Abernethy and District Community Council; and Perth and Kinross Council (elected members).

Prior to the workshop the study team had undertaken a thorough review of evidence basedproblems, opportunities, issues and constraints. These were presented to participants whowere invited to comment on initial findings which also included key themes. This set thefoundations for a discussion on Transport Planning Objectives (Steering Group only) andOption Generation which was informed by the draft TPOs. Full details of the sessions areincluded in Appendices A and B, and the presentation given by SYSTRA is included as AppendixC.

6.3 Perth and Kinross Council Employee Travel to Work Survey

In addition to the workshops additional engagement was undertaken with the Perth andKinross Council and a review of recent, relevant public engagement was carried out. Thisincluded the Perth and Kinross Council Employee Travel to Work Survey.

The PKC survey was distributed online to employees in 2019 and had 754 responses. Theseresponses were refined and allocated to the geographies referred to earlier in the report:Bridge of Earn, Wider Perth Area and Perth City, resulting in 413 relevant responses.

Employees were asked to provide details of the main mode of travel to work, reasons for thischoice and any factors influencing their decision not to use sustainable modes of travel(where applicable).




On the question of current mode of travel to work, the survey reflects the outputs from theCensus Travel to Work which showed that car travel dominated commuting patterns forBridge of Earn and Wider Perth residents with a higher proportion of more sustainable travel,including walking, cycling and bus for Perth City residents.

Figure 29. Mode of Travel to Work

Car commuters were asked to provide reasons for their mode of travel to work (more thanone answer could be selected). The answers to this question showed significant variationacross the three geographies identified. Of those Bridge of Earn respondents who drove towork (18 car commuters in total), convenience (94%), speed (61%) and affordability (39%)were considered the main reasons. Although speed (38%) and convenience (50%) were themost popular reasons highlighted by Perth City residents, the proportions were significantlylower with a wider spread of reasons. Other significant reasons included work purposes (31%)and family reasons (22%).

Figure 30. Main Reasons for Driving to Work?

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Wider Perth Area Bridge of Earn Perth City

Car Bus Cycle Walk Taxi Motorbike

0%10%20%30%40%50%60%70%80%90%

100%





Car commuters were also asked if they experience unacceptable congestion on their route towork. The responses to this question are subjective and relative as they required aninterpretation of congestion and also a view on what is considered “unacceptable”, however,the outputs do give a useful insight to the views of traffic and delays in the study area. Thepattern of responses shows that 48% of residents in Bridge of Earn do not experience anyunacceptable congestion. This is considerably above the 23% reported by Wider Perth and26% reported by Perth City residents.

Figure 31. How Often do You Find Yourself Stuck in Unacceptable Congestion?

To understand why car use remains the most popular mode for travel to PKC sitesrespondents were asked for details of their current public transport provision and also thereasons for not using public transport.

96% of Bridge of Earn respondents reported that there is a suitable bus to work. This isconsiderably above the 88% and 87% reported by the Wider Perth Area and Perth Cityrespectively.

When asked for further details of how public transport could be made more inviting the mainconsiderations for Bridge of Earn were cost, reliability and frequency. Cost was highlightedby the majority of respondents in all areas as being the main reason public transport is notattractive.

When considering the relevance of cost on choice of mode it is important to note that 67% ofBridge of Earn residents reported that they do not pay for parking. 70% of Wider Perth and57% of Perth City residents also reported no parking fees.

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

Bridge of Earn Wider Perth Area Perth City

Always Frequently Never Occassionally




Table 15. Public Transport Provision

SUITABLE BUSSERVICE TO

WORK

SUITABLETRAIN TO

WORK

CURRENTLYUSE P&R

Bridge of Earn 96% 0% 4%

Wider Perth Area 88% 3% 8%

Perth City 87% 2% 4%

Figure 32. How Could Public Transport Options be Made More Inviting for You?

This summary of travel to work patterns and reasons for mode choice gives a useful overviewof perceptions of public transport and transport conditions in Perth however it is noted thatthis data is a snapshot of PKC employees to central Perth sites and does not reflect some ofthe other patterns and issues identified previously in this study.

6.4 Summary of Key Findings

The workshop consultations provided the opportunity to validate the initial baseline andidentification of problems, opportunities, issues and constraints. In particular, the studyteam was keen to gather views on problems, issues, opportunities and constraints which werenot highlighted in the data collation. For example, the location of Oudenarde in relation toBridge of Earn and the potential isolation of residents given the lack of public transportoptions there and the reasons for not using public transport options from the area.

0%

10%

20%

30%

40%

50%

60%

70%





Key themes from the two workshops included:

Public transport:

Recognition that there was a regular bus service to Perth City Centre fromBridge of Earn but more rural areas, including Abernethy did not have afrequent service;

Acknowledgement of the X56B service which provides a connection toEdinburgh (limited service);

The convenience of Halbeath and Inverkeithing park and ride sites foraccessing Edinburgh;

Length of journey time for rail journey from Perth to Edinburgh was seenas unattractive compared to coach P&R.

Public transport access to Oudenarde was also highlighted. Althoughschool transport is provided for both secondary and primary pupils intoPerth, in relation to this and the proposed development, no developerfunding has been set aside to support local public transport and there has,as yet, been no commercial response from a bus operator.

Access to services:

The closure and relocation of health services from Bridge of Earn was aconcern highlighted by all at the workshop. The attendees highlighted thataccess to health services would be challenging for the elderly, thosewithout access to a car and those with mobility issues.

Key themes from the PKC consultation included:

The review of highlighted that 96% of PKC employee respondents from Bridge of Earnhave access to a bus to work but only 5% of respondents travel by bus. Reasons for nottaking the bus include frequency, reliability and cost.

Of particular significance to the cost factor is that 67% of PKC employees from Bridge ofEarn do not pay for parking.







7. PROBLEMS, OPPORTUNITIES, ISSUES AND CONSTRAINTS

7.1 Overview

The identification of actual and perceived problems and opportunities form the starting pointand ultimately the rationale for a STAG study. It is important for problems and opportunitiesto be considered in the wider context, and issues and constraints are therefore also taken intoconsideration.

Problems, Opportunities, Issues and Constraints, as defined by the STAG guidance, are:

Problems: existing and future problems with the transport system which result in ashortfall in meeting objectives, e.g. lengthy journey times, poor transport access toservices;

Opportunities: possibilities to improve the transport system and the way it is used, e.g.improve journey times;

Issues: uncertainties that the study may not be in a position to resolve, but must workin the context of, e.g. impact of new developments; and

Constraints: the bounds within which the study is being undertaken, e.g. availablefunding, policy or environmental designations.

The identification of problems, opportunities, issues and constraints has been informed bythe Socio-Economic Context Chapter 4 and the review of the Transport Network found inChapter 5.

7.2 Problems

Problem 1: Car Dependency Resulting in Road Journey Time Delays

On approach to Perth, a number of key junctions and approach road experience journey timedelays in the AM and PM peak period. INRIX (speed data) has been analysed and shows thatconstraints are impacting road vehicle speeds on approaches to Broxden and InveralmondRoundabouts to the north and west of Perth (as shown in Section 5.10). Although theselocations are outwith the geographical scope of the study, they are influenced by travelchoices made on the study corridor. In particular, travel from Bridge of Earn to the secondhighest employee zone of Hillyland, Tulloch and Inveralmond requires travel either throughthe city centre or along the M9/M90 to the Industrial Estates and employment locations tothe north of the city.

This travel choice is reinforced by the lack of direct public transport options to theseemployment opportunities which makes car travel the most attractive choice for many.Although Hillyland, Tulloch and Inveralmond is the second most popular work destinationzone in Perth City for travel from Bridge of Earn, it does not have a direct bus service fromBridge of Earn as the majority of services terminate or originate at Perth Bus Station. Thereare opportunities to interchange at Perth Bus Station however this will impact on theattractiveness of the mode from a cost and journey time perspective. As a result, the majorityof trips to Hillyland, Tulloch and Inveralmond are undertaken by other modes, mainly car,which is impacting on journey times at Broxden and Inveralmond, including coach journey




times on the corridor. According to the Census Travel to Work data 208 people travelled fromBridge of Earn to Hillyland, Tulloch and Inveralmond with a further 493 travelling fromEdinburgh and Fife which would require passing Bridge of Earn.

Problem 2: Competitiveness of Public Transport

For many destinations, public transport does not compete favourably with car travel in termsof journey time. From Perth railway station, there are regular train services to and fromStirling, Dundee and Pitlochry with a journey time around 30 mins. These are roughlyequivalent to journey times by car, however, the connection required from Bridge of Earn toreach Perth to access these services extends this for public transport beyond the directjourney time by car (see Section 5.9).

Direct trains to and from Edinburgh Waverley run at approximately one-hour intervals withjourney times around 1 hour and 25 minutes. Car journeys can take between 65-110 minutesin the AM peak from Perth. For those travelling from Bridge of Earn, public transport journeyswould require a connecting journey to Perth, further increasing this gap in journey timesbetween modes. Coach connections between Perth and Bridge of Earn to Edinburgh have ajourney time of 87-99 and 95 minutes respectively (limited direct service for Bridge of Earn).For journeys to Edinburgh, public transport can only compete with the upper journey timeestimates for peak travel.

Direct services to and from Glasgow run hourly from Queen Street Station and take aroundan hour. Car journey times are roughly equivalent to this, however, journeys from Bridge ofEarn and Oudenarde, or those not to the city centre, would require connections.

As discussed above, there is also a lack of direct public transport from Bridge of Earn to keyemployment sites in the north and north west of Perth (Hillyland, Tulloch and Inveralmond).

Figure 33 summarises the journey time comparisons across modes to a range of destinationsusing the corridor.

This lack of competition in journey time between public transport and car results in an aboveaverage proportion of journeys to work being undertaken by car compared to the Scottishaverage (85% of Bridge of Earn to Perth commuter trips are by car compared to the Scottishaverage of 56%) which is contributing to increased journey times on certain routes(highlighted in Problem 1) and air quality concerns (discussed in Problem 3, below). Inaddition, to access the strategic rail network Bridge of Earn residents are required to travelon the A912 which has journey time delays for private cars and buses (Problem 1).




Figure 33. Journey Time Comparisons

In addition to the reasons highlighted above, the PKC employee survey also highlighted thateven when a bus service was available to work, car remained the most attractive mode.Reliability, frequency and cost were highlighted as the reasons for using car over publictransport.

Problem 3: Air Quality Management Area

Perth City was declared an Air Quality Management Area (AQMA) in 2006 as result of a seriesof air quality investigations within the city, which predicted that the national objective fornitrogen dioxide would not be achieved at a number of locations. Nitrogen oxides react toform nitrogen dioxide, and in Perth over 80% of nitrogen oxides within the AQMA originatefrom road vehicles. To address the impact road vehicles have on air quality the 2009 AirQuality Action Plan was developed and included initiatives on bus and freight quality, greentravel planning, eco driver training, Park + Ride, integration of air quality and planning andthe Cross Tay Link Road scheme.32

As highlighted in Problems 1 and 2, public transport competition and choice (including theneed to travel into Perth to access the strategic rail network) in the study area is contributingtowards unsustainable mode choice and reliance on car travel for journeys to work which isabove the national average. Increased vehicle flow and delays are detrimental to air qualitywithin the AQMA and are directly impacted by this above average reliance on car.

32 Perth and Kinross Air Quality Action Plan, 2009

0

20

40

60

80

100

120

BoE - CanalStreet

BoE -Edinburgh

BoE - Aviva BoE - SSE BoE - Dundee Perth -Edinburgh

Jou

rney

tim

e8

-9am

(min

ute

s)

Origin-Destination

Car Maximum Car Minimum Bus Rail




7.3 Opportunities

Opportunity 1: Development in Bridge of Earn and the Surrounding Area

Major development sites, such as Oudenarde, Perth West, Betha Park and Almond Valleycould potentially allow a range of transport solutions to be explored. The LDP proposes tofocus the majority of growth on Perth City and its core area, which includes Bridge of Earnand Oudenarde. The LDP2 allocates 1,600 houses (an increase of 400 units from TAYPlan toreflect higher densities and the capacity of the site) and 34 ha of employment land inOudenarde - separate planning permission exists for 35 ha of employment uses on adjacentland at Brickhall Farm. The LDP2 also notes that, subject to strategic transport appraisal (i.e.this study), a new railway station may be required as part of the development at Oudenarde.

A total of 170 dwellings are allocated for Bridge of Earn, as follows: 33

Site H14 – Old Edinburgh Road/Dunbarney Avenue – circa 100 units Site H72 – Kintillo Road – circa 70 units (under construction in 2019/20)

Development can often lead to a critical level of demand for transport service improvementsthat make them viable. Also, there is an opportunity for the Council to maximise developercontributions to fund bus services and thus provide early opportunities for residents to usesustainable modes.

In addition, there is significant planned development to the north and west of Perth with thelong-term strategic development areas identified in the Local Development Plan34 which islikely to indirectly impact on travel in corridor:

Bertha Park – 3,000+ homes and 25+ ha employment land Almond Valley – 704-1,100 homes Perth West – 2,392-3,738 homes and 25+ ha of employment land

Opportunity 2: Increasing Public Transport Choice

The study area is well connected to the strategic road network, such as the M90 and A912.The Edinburgh – Perth railway line runs through the area, although there is no local station.Long distance and more local bus and coach services do run in proximity to the Bridge of Earnand Oudenarde area, although only some services currently stop in Bridge of Earn.

Coach operator Citylink operates a long-distance coach service between Perth and Edinburgh,on the route Edinburgh – Dunfermline – Perth – Dundee – Forfar and Aberdeen. This runsclose to, but not into, Bridge of Earn. At present, only some of the Stagecoach Edinburgh –Perth (X56B) services stop in Bridge of Earn.

The Oudenarde Masterplan proposes the creation of a ‘Park and Ride’ facility on its site, whichwould accommodate up to 250 cars. The service, routing and mode is not confirmed.

33 Perth and Kinross Council, Perth and Kinross LDP (Adopted), Page 9834 Perth and Kinross Council, Local Development Plan 2: Proposed Plan 2017




The existing public transport network, with improved infrastructure and detailed discussionswith commercial operators, could be improved to address the current lack of competitionbetween public transport and car travel for a number of origins and destinations.

The development aspirations both south of Perth and to the north and west of Perth have thepotential to encourage additional transport choices.

7.4 Issues

Issue 1: Uncertainty over the Rate of Traffic Growth and Impact of Developments

The growth of traffic in future years is uncertain for a number of reasons but primarily linkedto the extent of population and speed of growth; how house prices will change in the future,particularly as transport, housing and employment developments come forward; andwhether there is the capacity within the construction industry to achieve the build out rates.The Oudenarde Masterplan was published in 2001 however only a small proportion of thedevelopment is currently built and occupied.

As noted above, at the time of writing, it is understood that the developer has reachedagreement with both PKC and Transport Scotland and will likely bring forward proposals fordeveloping the site. The appraisal will need to work around this.

Issue 2: Newburgh station

In addition to Tactran receiving funding to progress this study, SEStran also received fundingto appraise transport options in the Newburgh area. Transport options may include a newrail station. The two sites are 7.5 miles apart and the outcomes of the studies may directlyimpact on each other. The projects are currently progressing independently but both projectteams are aware of interactions which may arise for certain options.

7.5 Constraints

Constraint 1: Public transport constraints

1a): There are rail capacity constraints on approach to Edinburgh (number of trainsand capacity on trains).

Capacity on approach to Edinburgh, in particular the Forth Bridge was identified as aconstraint in the Strategic Transport Projects Review. Restrictive signalling headwaysbetween Edinburgh and Fife, and in particular over the Forth Bridge, limit the number of trainsthat can operate over the corridor and can result in increased delays35.

35 Transport Scotland, Strategic Transport Projects Review, Report 1, Section 7.14




1b): Bridge of Earn is located on a single-track section of the line (from Ladybank toHilton Junction) which currently restricts timetabling capabilities.

Bridge of Earn is located on the Edinburgh to Perth railway line and was previously served bya station which closed in 1964. From Ladybank to Hilton Junction the line is single-trackedwhich restricts timetabling capabilities.

As mentioned above, the line is single track and this is a key constraint for additional stationson the line and the delivery of faster journey times. Network Rail have advised there arecurrently no plans to double track this section.

1c): Commitment to reduce journey times on the Highland Mainline and impact onexisting passengers.

The Highland Mainline is currently being upgraded with measures to improve journey time.The introduction of a stop at Bridge of Earn would potentially conflict with planned journeytime improvements between Edinburgh/Glasgow and Inverness.

Any additional bus or rail stop will impact on existing passengers by either increasing theoverall journey time or reducing the number of stops served to address any journey timeincreases.

Constraint 2: Physical constraints

A number of physical constraints exist within the study area including the following:

The M90 motorway currently limits the access points between Bridge of Earn andOudenarde;

The identified Park and Ride site is constrained by the railway line and the A912; and The railway line from Edinburgh to Perth via Fife passes through Bridge of Earn and the

development site at Oudenarde, with limited crossing points. The OudenardeMasterplan notes that the line divides the site into two distinct areas and has beenidentified as a major constraint. A bridge is planned but its deliverability is dependenton the developer.

7.6 Summary

In summarising this chapter, the following are evident:

Problems:

High dependency on trips to and from work in Perth including outside of the city centre; Lack of competitiveness between car and public transport for long distance trips; and Congestion on routes into and around Perth contributing to exceedance of AQMA limits.




Opportunities:

Oudenarde and wider development aspirations offer opportunities to grow alternativetransport offers.

Issues:

Developers for the Oudenarde development have reached agreement with PKC andTransport Scotland and will be seeking to bring the development forward; and

More widely, development aspirations to the north and west of Perth will potentiallyhave a significant impact on travel patterns on the west of the city

Constraints:

Limited capacity on the rail network both locally and regionally (into Edinburgh); Provision of new station at Oudenarde would impact on aspiration for reduced journey

times on the Highland Main Line; and M90 motorway restricts opportunities to integrate Oudenarde with Bridge of Earn.







8. TRANSPORT PLANNING OBJECTIVES

8.1 Overview

STAG appraisals are objective-led rather than solution-led. Therefore, Transport PlanningObjectives (TPOs) have been developed to reflect the problems, opportunities andparameters analysed in Chapter 7 and also the established national, regional and local policydirectives set out in Chapter 3. The TPOs essentially reflect the outcomes sought and willdirectly inform the appraisal of the performance of any emerging options.

In accordance with STAG, TPOs should be developed with SMART principles in mind, i.e.objectives should be:

Specific: saying in precise terms what is sought; Measurable: it will be possible to measure whether or not the objective has been

achieved; Attainable: there is general agreement that the objective can be achieved; Relevant: it is a sensible indicator or proxy for the change which is sought; and Timed: it will be associated with an agreed future point by which it will have been met.

It is acknowledged that TPOs may not be fully SMART at the earlier stages of the appraisalprocess, however, they should be subject to review and refinement as the process developsand more detail comes forward. This is important to ensure study objectives provide aframework against which performance can be assessed as part of monitoring and evaluationactivities following the implementation / construction of measures.

8.2 Study Objectives

The evidence gathered in preceding chapters covers the social, economic and transportcontext and informed the analysis of the problems, opportunities, issues and constraints.These highlighted:

Problems associated with direct and timely accessibility to destinations from the studyarea contributing to less-sustainable mode choice

A significant proportion of employees travel to work by car, above the Scottish average The lack of competition between car travel and public transport options (long journey

times and indirect journeys) Congestion on the A912 corridor conflicting with the Air Quality Management Area of

Perth City.

The consideration of the inter-related problems and opportunities led to the development ofthe following TPOs:

For those living in the study area, direct access to employment opportunities and toservices outside of Perth City Centre are limited. These problems, combined with anunderstanding that there is an AQMA in Perth City and above average use of privatevehicles to travel to work have led to the development of TPO 1: Improve transportaccess to healthcare, employment, education and training.




Measurements: Accessibility mapping comparing baseline and future yearpublic transport timetables to a range of destinations/services.

The study area is well located on the strategic transport network, however, for thoseliving in the study area there are limited opportunities to access the network directly.Connections to Perth station are required to access the rail network and there arelimited direct services to destinations other than Perth City Centre from Bridge of Earn.Currently, the transport network does not provide a competitive alternative to privatecar travel. TPO2 was developed to build upon these problems and opportunities. TPO2:Improve the competitiveness of sustainable modes compared to the private car on theM90/A912 corridor.

Measurements: Generalised journey time comparison between car(modelled times or INRIX journey times) and public transport includinginterchange and service interval penalties.

8.3 STAG Criteria

In addition to the TPOs outlined above the options will be appraised against five STAG criteria:

Environment; Safety; Economy; Integration; and Accessibility and Social Inclusion.




Figure 34. Problems, Opportunities, Issues and Constraints Mapped to TPOs







9. OPTION GENERATION

9.1 Overview

This chapter describes the option generation process undertaken. The purpose of this stageis to derive a range of options which should be informed by the study’s Transport PlanningObjectives (TPOs), STAG Criteria and alleviate the problems or address the opportunitiesidentified. It is important that the option generation, and the subsequent sifting anddevelopment that follows, is carried out in a logical and transparent manner.

9.2 Option Generation Process

In line with STAG, options were informed by the TPOs and were generated through a numberof methods, including:

consideration of previous studies through the statutory planning process (transport and land use plans) consultation workshops consideration of known problems and opportunities a gap analysis of the existing transport network and committed measures professional judgement flowing from a structured decision making process by the study

team.

Consideration of Previous Studies

While it was important not to approach the study with pre-conceptions, it was also prudentto draw on the findings of previous work that looked into the transport problems and futurerequirements of Bridge of Earn.

The Statutory Planning Process

Documents produced through the statutory planning process, such as the Local DevelopmentPlan, include examination of transport problems and opportunities within the study area. Assuch, potential transport solutions presented in these documents were considered in relationto the study’s TPOs and, where appropriate, were used as inspiration for the optionsgenerated.

9.3 Option Generation

Through this option generation process, 37 individual interventions were generated as partof the initial long list of interventions (details of all “long-list” options are in Appendix D).Options were generated across all modes of transport and geographically across the studyarea, and beyond. To appraise these options comprehensively a process was developed toconsolidate these individual interventions to a manageable number of clean options. Thisprocess enabled options and combinations of options to be sifted using the following steps:

Following the development of an initial long list, the options were developed andcleaned. This involved clarifying the options to provide further detail and to remove




duplicates. Where appropriate, options were also grouped by mode. At this stage 10options remained.

The final stage of the Option Generation involved a high-level appraisal to determinesuitability for further assessment. This appraisal was a qualitative assessment againstthe TPOs and determined if the option would have a positive, negative or neutral impactagainst the TPO. Options which would contribute to meeting the TPOs in conjunctionwith other options were identified as complementary options.

This process is summarised in Figure 35 below:

Figure 35. Option generation

Table 16 presents the output of this high-level appraisal and recommends 6 options areprogressed for further appraisal alongside three complementary options (which wouldcontribute to TPOs as part of a package) and one option is recommended for rejection as thefeasibility and deliverability of such a project is outwith the scope of this study.

1: Long list 37 Options

2: Optiondevelopment:

Duplicates removedGrouping by mode or

category

10 Options

3: Initial option siftingagainst TPOs

Option outwith scopeof study removed

6 Options

3 ComplementaryOptions

1 option rejected




Table 16. Option Generation and Sifting

OPTIONNO.

MODE OPTION DESCRIPTION TPO1 –IMPROVETRANSPORTACCESS

TPO2 – IMPROVEPTCOMPETITIVENESS

SELECT/REJECT

RATIONALE

1 ActiveTravel

Active travel improvements including:

Improve the Tay Corridor active linkidentified in the TayPlan forrecreational journeys;

Develop the Perth to Bridge of Earncycle route;

Junction improvements at the M90slips (Junction 9) to benefitpedestrians and cyclists;

Cycle parking at busstops/interchanges;

Public cycle hire; and

Improved signage.

✔ - Select

Option would support TPO1 byimproving transport accessthrough improvements to theactive travel network.

2 Bus Improve & increase local bus/services fromBridge of Earn and Oudenarde to destinationsin Perth ✔ ✔ Select

Option would support both TPOsby improving transport access toa range of destinations and alsoimprove competitiveness of PTby having more direct services.

3 Bus Measures to increase the attractiveness ofpublic transport including investment in newbuses and live bus feed information at stops

- ✔Select -complementary

As a component of a wider rangeof measures to increase theattractiveness of public transportthis option would support TPO2.

4 Bus Improve and increase strategic bus and coachservices on the corridor

✔ ✔ SelectOption would support both TPOsby improving transport access to




OPTIONNO.



SELECT/REJECT

RATIONALE

a range of destinations and alsoimprove competitiveness of PTby having more direct servicesfor strategic trips.

5 Initiatives Create a multi-modal ticketing system andoptimise pricing structure

- ✔Select -complementary

As a component of a wider rangeof measures to improve thecompetitiveness this optionwould support TPO2 byimproving the competitivenessof public transport.

6 Initiatives Introduce initiatives to support moresustainable ways of travelling:

improve car sharing offering andother initiatives in the study area byincentivising car sharing;

promoting and encouraging more carclubs; and

support the development of businesstravel plans.

✔ -Select -complementary

Option would support TPO 1 byimproving access to services.

7 Other Use shuttle trains from Perth to Newburgh

✔ ✔ Select

Option would support both TPOsby improving access to services,encouraging modal shift andimproving the competitivenessof public transport over car.




OPTIONNO.



SELECT/REJECT

RATIONALE

8 Park andRide

New park & ride site:

Employment site south of A912 -Brickhall Farm ✔ ✔ Select

Option would support both TPOsby improving access to services,encouraging modal shift andimproving the competitivenessof public transport over car.

9 Rail New rail station located at:

Old Bridge of Earn station site; or

Oudenarde. ✔ ✔ Select

Option would support both TPOsby improving access to servicesand improving thecompetitiveness of publictransport over car.

10 Rail Re-build line from Perth to Edinburgh

✔ ✔ Reject

Option would support both TPOsby improving access to servicesand improving thecompetitiveness of publictransport over car however thefeasibility and deliverability ofsuch a project is outwith thescope of this study.







10. DO-MINIMUM

Do-Minimum Case

In order to further develop the options, and propose and appraise improvements to transportfor the Bridge of Earn/Oudenarde area, it is necessary to first understand the Do-Minimumcase.

A Do-Minimum scenario should include relevant transport and planning developments thatmay affect the study, and will be the baseline against which each option is appraised in futurestages of the study. This represents the outcome scenario if no options from this study aretaken forward.

Schemes to be included in the Do-Minimum include:

Cross Tay Link Road and associated accommodation works Perth and Kinross Council Local Development Plan 2 PKC to confirm inclusion of Broxden and Inveralmond upgrade M90/A912 signalisation (delivered as part of the Oudenarde development)







11. SUMMARY & FINDINGS

SYSTRA was commissioned by regional transport partnership Tactran to collate the evidencebehind a Case for Change to undertake a transport appraisal of Bridge of Earn/Oudenarde.This study has a particular focus on sustainable travel to Perth, Edinburgh and Fife.

Improving sustainable transport to/from Bridge of Earn has been the focus for a number ofrecent studies, and this transport appraisal seeks to collate, review, and progress this agenda.The Local Rail Development Fund is a £2 million Scottish Government fund with the aim ofproviding funding to consider community led options to improve local rail connections. TheBridge of Earn study area has been awarded a proportion of this fund.

The purpose of this Case for Change report has been to review existing data and policy,consult with relevant stakeholders, and present the problems, opportunities, issues andconstraints related transport in the Bridge of Earn/Oudenarde area and with a particular focuson movements to Perth, Edinburgh, and Fife by sustainable modes.

This review highlighted the following problems, opportunities, issues and constraints:

Problems:

High dependency on trips to and from work in Perth including outside ofthe city centre;

Lack of competitiveness between car and public transport for long distancetrips; and

Congestion on routes into and around Perth contributing to exceedance ofAQMA limits.

Opportunities:

Oudenarde and wider development aspirations offer opportunities to growalternative transport offers.

Issues:

Developers for the Oudenarde development have reached agreement withPKC and Transport Scotland and will be seeking to bring the developmentforward; and

More widely, development aspirations to the north and west of Perth willpotentially have a significant impact on travel patterns on the west of thecity

Constraints:

Limited capacity on the rail network both locally and regionally (intoEdinburgh);

Provision of new station at Oudenarde would impact on aspiration forreduced journey times on the Highland Main Line; and

M90 motorway restricts opportunities to integrate Oudenarde with Bridgeof Earn.

These problems, opportunities, issues and constraints demonstrate that there is a case forchange and the following Transport Planning Objectives have been built upon them. As the




study progresses, they will be SMARTened to ensure they are relevant and effective for boththe appraisal and any subsequent monitoring and evaluation:

For those living in the study area, direct access to employment opportunities and toservices outside of Perth City Centre are limited. These problems, combined with anunderstanding that there is an AQMA in Perth City and above average use of privatevehicles to travel to work have led to the development of TPO 1: Improve transportaccess to healthcare, employment, education and training.

The study area is well located on the strategic transport network, however, for thoseliving in the study area there are limited opportunities to access the network directly.Connections to Perth station are required to access the rail network and there arelimited direct services to destinations other than Perth City Centre from Bridge of Earn.Currently, the transport network does not provide a competitive alternative to privatecar travel. TPO2 was developed to build upon these problems and opportunities. TPO2:Improve the competitiveness of sustainable modes compared to the private car on theM90/A912 corridor.

The opportunities identified were built upon to develop options which would meet theTransport Planning Objectives. These options have been identified to address the problemshighlighted above and have been refined to be taken forward for Initial Appraisal.

Registered Office SYSTRA Ltd, 3rd Floor 5 Old Bailey, London, England, EC4M 7BA.Registered Number 3383212

Page 1/ 8

Report Appendix A – Steering Group Workshop


Page 2/ 8

INFORMATION NOTEBRIDGE OF EARN TRANSPORT APPRAISALSTEERING GROUP WORKSHOP


Client/Project owner Tactran


Title of Document Steering Group Workshop

Type of Document Information Note

Date 29/01/2019


Number of pages 8

1. INTRODUCTION

1.1.1 SYSTRA Limited (SYSTRA) was commissioned by Regional Transport Partnership Tactran inNovember 2018 to undertake a transport appraisal of Bridge of Earn/Oudenarde with aparticular focus on facilitating sustainable travel to Perth, Fife and Edinburgh..

1.1.2 This study allows for the investigation of opportunities for sustainable strategic trips, andin particular, movements from the major development sites to the north and west ofPerth. It also provides the opportunity to look at multi-modal solutions. The approachwill ensure that the work is better aligned with Transport Scotland’s Scottish TransportAppraisal Guidance (STAG).

1.1.3 As part of the Pre-Appraisal (Case for Change) stage of the study, the Steering Group wasinvited to take part in a Workshop focussing on Problems, Opportunities, Issues andConstraints, Transport Planning Objectives and Option Generation. The workshop tookplace on January 16th at Tactran’s offices in Perth.

1.1.4 This note summarises the discussions at this workshop and should be read in conjunctionwith Appendix A Workshop Presentation on which the group were commenting. Thispresentation was amended to take into consideration the points made at the workshop.

Steering Group Workshop 107754

Page 3/ 8

1.2 Attendees

ATTENDEE ORGANISATION

Carol Barclay Network Rail

Ross Miller Sustran

Tony Maric PKC

Jana Haspicova SYSTRA

Iain Clement SYSTRA

Claire Mackay SYSTRA

Niall Gardiner Tactran

Jonathan Padmore Tactran

Andrew Warrington SYSTRA (Independent Consultant)

David Torrance Transport Scotland

Stuart Tilston Transport Scotland


Page 4/ 8


2.1 Overview

The identification of actual and perceived problems and opportunities form the startingpoint and ultimately the rationale for a STAG study. It is important for problems andopportunities to be considered in the wider context, and issues and constraints aretherefore also taken into consideration.






2.1.1 The baseline transport conditions were presented by the SYSTRA project team to theSteering Group. Attendees were then invited to comment on or contribute to the initialProblems, Opportunities, Issues and Constraints identified by SYSTRA.

2.1.2 Additional Problems, Opportunities, Issues and Constraints are noted below andsupporting data will be sourced where possible.

2.2 Problems

The Perth to Edinburgh rail journey times and location next to the M90 are both aproblem and an opportunity.

2.3 Opportunities

Congestion on the road network could encourage a move towards sustainablemodes of travel;

LEZs in Edinburgh and Dundee may deter people from driving to the cities; and Improvements to public transport offerings at Bridge of Earn could reduce demand

for parking at Inverkeithing (PT from Bridge of Earn instead of driving toInverkeithing P&R).

Reduced end-to-end journey times for those living along the Carse (not having todrive into Perth)

To input to Netowrk Rail’s Ladybank to Hilton route improvement programme(medium to long term).

2.4 Issues

Potential funding sources of new services which may not be commercially viable;


Page 5/ 8

With the introduction of a new station at Bridge of Earn, travellers to Dundee wouldstill require a change at Perth;

Introducing new stops (rail and bus) could have a knock on effect on other users –increased journey times or stops removed; and

A new Park and Ride could abstract from Broxden.

2.5 Constraints

The Highland Mainline Improvements could be a constraint because it limits theopportunity to introduce more stops;

No current plans to double track the rail section between Ladybank and Hilton; and Rail capacity constraints on approach to Edinburgh (number of trains and capacity

on trains).


Page 6/ 8

3. TRANSPORT PLANNING OBJECTIVES

Transport Planning Objectives clarify what the study aims to achieve and are the basisfor directing and guiding the study process. They can evolve through the life of thestudy and must reflect the evidence base and established policy directives. Thefollowing points were made by the attendees:

TPOs should take into consideration the door-to-door trip with a focus on the finalmile (possibility of a park and ride site being used by those local to the site anddriving there)

Consideration should be given to the two communities, Oudenarde and Bridge ofEarn, with two different requirements but an aim to bring them together

3.1.1 The following TPOs were discussed and proposed by the group to be refined further:

Improve door-to-door connectivity by sustainable modes for strategic trips:

Bridge of Earn and Perth West to Scotland’s Cities

Improve door-to-door connectivity by sustainable modes and modal shift to localdestinations :

Bridge of Earn to Abernethy, Perth and Newburgh

Reduce congestion on routes into Perth on the A90 and A912

3.2 Option Generation

Active travel:

Improve the active link TayPlan has around the Tay Corridor for recreationaljourneys;

Cycling Masterplan Perth to Bridge of Earn cycle route; Junction improvements at the M90 slips at Bridge of Earn (Junction 9) to suit active

travel; Improve local cycle routes; and Public cycle hire.

Bus:

Improving local bus and coach services; and Live bus feed information at bus stops. This led to a further discussion about the

cost and benefit of real time information at bus stops given the availability of smartphones.

Rail:

New rail station located in Oudenarde or at the old Bridge of Earn station; and Opportunity to develop a Parkway station.


Page 7/ 8

Integration

Integrated ticketing linking local and strategic services; and Cycle parking at strategic bus stops.

General PT:

Improving PT between Perth and Bridge of Earn; Improving PT between Perth and Oudenarde; Improving PT between Perth and Abernethy; Improve links to Edinburgh Airport; and Improved connectivity between Perth and Edinburgh (rail or bus), faster and/or

more frequent services.

Smarter Travel:

Car clubs; Liftshare; and Travel Plans.

3.3 Other Comments

3.3.1 The following additional points were raised during discussion:

Investigate the change in rail entries and exits at Perth station (and other stationsin Tactran area) over the period 2014-2018.

Consider the impact of the Cross Tay Link Road on transport network The Scottish Household Survey shows a decline in bus use and satisfaction however

the sample size is small and the group discussed that the bus service offering isgood with a mixture of commercial and subsidised services in Bridge of Earn.

If a Park and Ride was developed at Bridge of Earn what purpose would it serve –trips to Perth, trips to Edinburgh or both?

Costs associated with passing loops would have to be considered as part of a newstation.


Page 8/ 8

APPROVAL

Version Name Position Date Modifications

1

Author Claire MackayPrincipalConsultant

29/01/2019

Checkedby

Ralph Anderson Associate 27/02/2019

Approvedby

Iain ClementAssociateDirector

27/02/2019


Page 1/ 6

Report Appendix B – Stakeholder Workshop 2


Page 2/ 6

INFORMATION NOTEBRIDGE OF EARN TRANSPORT APPRAISALSTAKEHOLDER WORKSHOP


Client/Project owner Tactran


Title of Document Stakeholder Workshop

Type of Document Information Note

Date 27/02/2019


Number of pages 6

1. INTRODUCTION

1.1.1 SYSTRA Limited (SYSTRA) was commissioned by Regional Transport Partnership Tactran inNovember 2018 to undertake a transport appraisal of Bridge of Earn/Oudenarde with aparticular focus on facilitating sustainable travel to Perth, Fife and Edinburgh..

1.1.2 This study allows for the investigation of opportunities for sustainable strategic trips, andin particular, movements from the major development sites to the north and west ofPerth. It also provides the opportunity to look at multi-modal solutions. The approachwill ensure that the work is better aligned with Transport Scotland’s Scottish TransportAppraisal Guidance (STAG).

1.1.3 As part of the Pre-Appraisal (Case for Change) stage of the study stakeholders were invitedto take part in a Workshop focussing on Problems, Opportunities, Issues and Constraintsand Option Generation. The workshop took place on February 20th 2019 at the Bridge ofEarn Institute.

1.1.4 This note summarises the discussions at this workshop.

1.1.5 Representatives from the following organisations attended:

Earn Community Council; Abernethy Community Council; Perth and Kinross Planning Department; Councillors; and Stagecoach.

Stakeholder Workshop 107754

Page 3/ 6


2.1 Overview

The identification of actual and perceived problems and opportunities form the startingpoint and ultimately the rationale for a STAG study. It is important for problems andopportunities to be considered in the wider context, and issues and constraints aretherefore also taken into consideration.






2.1.1 The baseline transport conditions were presented by the SYSTRA project team to theStakeholders. Attendees were then invited to comment on or contribute to the initialProblems, Opportunities, Issues and Constraints identified by SYSTRA.

2.1.2 Problems, Opportunities, Issues and Constraints identified by the Stakeholders are notedbelow.

2.2 Problems

Oudenarde residents don’t currently have a bus service. Poor rural bus services that do not integrate with rail/coaches services to

Edinburgh, Glasgow and Dundee. Already a high volume of car sharing and village is congested- survey to assess

numbers? Car is seen as vital for rural life and would require a behaviour change for the public. Long rail journey times to Edinburgh. Ad hoc car parking for car sharing currently. BoE Health centre may move to Broxden or Oudenarde. Public transport

improvements would be required to maintain access to the health centre. Required improvements to bus services serving Abernethy were also highlighted. There was some disagreement regarding the convenience of existing Bridge of Earn

bus services.

2.3 Opportunities

Local shopping opportunities to reduce trips into Perth. Opportunity to provide better bus service to provide connection for affordable

houses.


Page 4/ 6

Opportunity to reduce cars travelling from the South into Perth City Centre by park& ride would result in air quality benefits.

New rail halt in a more sustainable location for the rural community – would reducetravel into the City.

To link strategic cycling infrastructure proposals to/from Perth- see work by PKCand Sustrans.

To make more use of the M90 to other park & ride areas. To have fewer vehicles in Perth Centre. It was suggested that Perth may face some form of congestion charging in the

future, which would make bus and or rail travel from Bridge of Earn/Oudenardemore attractive.

Perth may need to have a low emission zone strategy in the future and this willimpact on the traffic mix travelling into and through the City.

2.4 Issues

Access from Oudenarde onto the road network. People's love affair with their car. Electric cars charging limits. Not being allowed to take bicycles onto buses. Ease of walking/cycling to/from park & ride site. Emissions being moved around- not eroded or reduced. No data on current usage of bus, coach and rail. Oudenarde scheme being undeveloped is a risk. Fears of living in a transport corridor. Just displacing traffic congestion from Perth

to BoE. BoE Health centre may move to Broxden or Oudenarde. It was noted that the location of Perth Station, which is not in the centre of the City,

was an inhibitor to people using the train at present. Concerns that traffic from the major house sites to the west and north-west of

Perth could have a major impact on Bridge of Earn due to additional traffic - andnot just to the proposed park & ride facility.

Suggestion made that local residents from Bridge of Earn will drive to theOudenarde park & ride site. To avoid this, the local bus network needs to bereviewed - and improved - to ensure that the park & ride site can be servedsustainably by buses, cycling and walking.

The issue of congestion on the rail network nearer Edinburgh was highlighted asbeing an inhibiting factor for any rail development at Oudenarde.

2.5 Constraints

Capacity at Broxden Roundabout - constraining in short to medium term. Oudenarde Masterplan too old for modern planning. Impact of additional rail halt(s) on existing train service timetabling and associated

time/economic impacts. Train speed restrictions on east Fife section. The identified park and ride site is constrained by the railway line and the A912 and

may require controls to ensure the car park is used for P&R parking, not long termparking/car share parking.


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3. OPTION GENERATION

Bus:

Bus exhaust reductions Improve and increase local bus services

Rail:

New halt at Bridge of Earn or Newburgh Re-build line from Perth to Edinburgh

Park and Ride:

Park & ride included on industrial ground opposite Oudenarde- more land forgrowth

Are we looking at the right location for park & ride - should it not be to facilitateBertha Park

If the park and ride is not a rail park and ride then the identified site may no longerbe the best location.

Other

Oudenarde isolation- needs urgent transport link Co-ordinated traffic lights Build car park not houses on Oudenarde Do nothing- nothing significantly broken currently Use shuttle trains from Perth to Newburgh Better signage to promote Green Routes in Bridge of Earn Lift-sharing web-sites Autonomous helicopters

3.1 Other Comments

3.1.1 The following additional points were raised during discussion:

Further analysis of travel to work data and home working trends. Further analysis of current public transport usage Analysis of travel to work traffic- home working trends Travel times into central Edinburgh by bus from Halbeath and Kinross was viewed

positively - and particularly when compared to the rail journey times through Fife. It was noted that express coach was the best way to go between Perth and

Edinburgh. Some express journeys to/from Edinburgh in the peak periods serve Bridge of Earn

direct and these are popular. It was acknowledged that off-peak express coaches were previously withdrawn

from Bridge of Earn. Any park & ride site must also have a clear management policy/strategy regarding

usage, which may involve a charging regime being implemented to prioritise keyuses.


Page 6/ 6

APPROVAL

Version Name Position Date Modifications

1

Author Claire MackayPrincipalConsultant

27/02/2019

Checkedby

Ralph Anderson Associate 27/02/2019

Approvedby

Claire MackayPrincipalConsultant

27/02/2019

Report Appendix C – Steering Group Presentation

Bridge of Earn Transport AppraisalSteering Group Workshop

16th January 2019

Agenda

Bridge of Earn LRDFPage 2

Time Session

10.00-10.10 Introductions and background

10.10-10.45 Problems, opportunities, issues and constraints

10.45-11.30 Setting the Transport Planning Objectives

11.30-11.40 Tea and coffee break

11.40-12.25 Option Generation Workshop

Introductions and background


Study Background

Oudenarde Masterplan:

The LDP allocates 1,600 houses and 34 ha of employment land

Oudenarde and Newburgh Pre-feasibility Study

Study identified to investigate issues further and appraise interventions to improve access to sustainable travel from and in Bridge of Earn to Perth, Edinburgh and Fife and also trips generated by strategic development sites to the west/north of Perth City Centre.

Funding has been provided as part of the LRDF from Transport Scotland


Where are we?


LRDF Study will follow the STAG process

Input from this Steering Group

There will be decision points throughout the study

Dec

isio

n p

oin

ts

Case for Change

Detailed Options

Appraisal

Preliminary Options

Appraisal

Baseline Review, Problems, Opportunities, Issues and Constraints


Baseline Review: Policy

Transport Policy Tactran Regional Transport Strategy 2008-

2023

Park and Ride Strategy and Action Plan (2016) Tactran

Transport Scotland National Transport Strategy

Infrastructure Investment Plan, 2015

Strategic Transport Projects Review (STPR), 2008

Scotland Route Study, Network Rail, 2016

Tay Cities Deal

Perth LDP2 Main Issues Report (MIR), 2015

Shaping Perth’s Transport Future

Perth Cycling Masterplan, 2018


Planning PolicyNational Planning Framework 3

Scottish Planning Policy, 2014

TAYPlan Strategic Development Plan (SDP)

Perth Local Development Plan

Perth West Masterplan, 2015

Oudenarde Masterplan, 2001

Perth City Plan

Other Policies Perth AQMA/AQAP

PKC Active Travel Strategy

Tay Cities Economic Strategy

PKC Local Outcome Improvement Plan

Baseline Review: Previous Relevant Studies

Newburgh and Oudenarde: Initial Rail Demand Feasibility Study (2015)

Extended Tay Estuary Rail Study (2009)

West/North West Perth Strategic Development Framework


Baseline Review: Socio-economic

Population growth above Scottish average

Above average access to 1+ car

Below average level of unemployed persons in PKC and Bridge of Earn

Strategic Development Sites

Bertha Park – 3,000+ homes

Almond Valley – 1,500 homes

Oudenarde – 1,600 homes


0

500

1,000

1,500

2,000

2,500

3,000

3,500

2008 2012 2016

Bridge of Earn change in population (Source: NRS)

Population

Baseline Review: Travel to Work (Source: Census TTW)


9% 9%14% 11%

14% 14% 12%17%

48%

38%43% 41%

28%

39%

31% 31%

0%

10%

20%

30%

40%

50%

60%

Bridge of Earn Perth Perth and Kinross Scotland

% o

f P

eo

ple

Work or study mainly at or from home

Train, underground, metro, light rail, tram, bus, minibus or coach

Driving a car or van

All other methods of travel to work or study

Baseline Review: Transport

Bus use – Scottish Household Survey “everyday use or almost every day use” of local bus services in Perth and Kinross has increased

by 1.6% compared to 2014

It should be noted that this data is based on the Scottish Household Survey compiled from a relatively small sample of surveys (240 for Perth and Kinross in 2017), and, may impact on the annual trends.


2014 2017

PERTH SCOTLAND PERTH SCOTLAND

Every day or almost every day

5.1 9.7 6.7 9.7

2-3 times per week 7.7 11.3 9.0 10.6

About once a week 7.3 7.6 9.1 7.9

About once a fortnight or once a month

16.5 13.6 12.3 14.7


Baseline Review: Transport


SERVICE ROUTE FREQUENCY

Stagecoach 56/A

Dunfermline – Kelty – Kinross – Bridge of Earn – Perth

2 Hourly service Monday – Saturday, limited service Sundays

Stagecoach X56 Edinburgh – Kelty – Kinross – Bridge of Earn – Perth

Hourly service Monday – Saturday, limited service Sundays

Stagecoach 17 Auchterarder – Dunning – Bridge of Earn – Perth

5 inbound AM peak services then bi-hourly Monday – Saturday. Two Sunday services

Stagecoach 36 Glenrothes – Newburgh – Bridge of Earn - Perth

Hourly service Monday – Saturday, limited service Sundays

Broxden to City Centre services

Megabus Perth to Edinburgh

services

Baseline Review: Transport (Source: ORR)


Growth in rail stations use

Baseline Review: Transport: Rail Users Survey



Top Origins 40% Perth 9% Edinburgh

Top Destinations 21% Glasgow 19% Edinburgh 15% Dundee

Entries and Exits (ORR) 1,117,248 (17-18)

Reasons for using Perth 67% closest to starting point

18% closest to destination

Baseline Review: Parking and Park & Ride


SITES SERVICES/ LINKS CAPACITY

Perth Park & Ride (Broxden)

Perth City Centre Express coaches to Edinburgh, Glasgow, Dundee, Aberdeen and Inverness

400

Scone Park &Ride Perth City Centre 50

Kinross Park &Ride Links to Edinburgh, Perth, Dundee, Aberdeen and Inverness

126 (including 8 disabled parking bays and 12cycle lockers)

The Oudenarde masterplan proposes a ‘Park and Ride’ facility on its site, which would accommodate up to 250 cars.

Baseline Review: Road

Shaping Perth’s Transport Future highlighted congestion on the following routes: Trunk Road Network - A9,

Inveralmond Roundabout, M90 Broxden Roundabout, A85 (Crieff Road).

Local approach roads - A93, A94, A90 (Dundee Road).

Town Centre - Perth Bridge, Queen’s Bridge, Glasgow Road, DunkeldRoad, Atholl Street


Problems


Above average increase in over-65s population

Incomplete cycle network from Bridge of Earn towards Perth

Above average 1+ car ownership

Perth to Edinburgh rail journey times are not competitive compared

to other modes

Congestion impacts on the local economy

Parking at Perth Station at or over capacity

Location next to the M90 makes it challenging to incentivise public transport use

Reliance on private car for journeys to work (48% from Bridge of Earn)

Congestion impacting on reliability of bus journey times

Congestion acting as a barrier to the movement of traffic around and into the city

Congestion in peak hours

Congestion impacts on the quality of place and air quality;

LEZs in Edinburgh and Dundee may deter people from driving to the cities

Opportunities


Perth Cycling Masterplan highlighted a core route from Bridge of Earn to Perth

Existing long distance bus and coach services passing existing or suitable new park and ride sites

Developments (Bertha Park, Almond Valley, Oudenarde) allow exploration of a range of transport solutions

Bridge of Earn is currently served by a range of regular bus services.

Location on the Edinburgh to Perth rail line provides the opportunity for a new rail station

Tay Cities Deal provides the scope to improve infrastructure within the region and support a thriving economy

LDP supports investment in track upgrades on the Bridge of Earn – Ladybanksection

M90 location

Bus use in Perth and Kinross is growing

Scotland Route Study STPR2

CTRL is at an advanced stage and will support the delivery of the LDP growth

Congestion on the road network could encourage switch to sustainable modes

LEZs in Edinburgh and Dundee may deter

people from driving to the cities

Improvements to public transport offerings at Bridge of Earn could reduce demand for

parking at Inverkeithing

Issues


Uncertainty over the rate of traffic growth as a consequence of:• population growth• build rates

Uncertainty of funding priorities for significant transport interventions

Lack of a suitable alternative east-west route that avoids the centre of Perth contributes to congestion as both local and strategic traffic travels through Perth

Uncertainty of delivery of the cycle link between Bridge of Earn and Perth due to the route serving a lower number of destinations and having limited interaction with other modes

Introducing new stops (rail or bus) could effect existing users -increased journey times or fewer stops

Any changes to existing services or new services need to be able to operate on a commercial basis.

Bridge of Earn has excellent connections to Perth by bus, likely to compete with any future rail provision

Potential funding sources of new services which may not be commercially viable

With the introduction of a new station at Bridge of Earn travellers to Dundee would still require a change at Perth

A new park and ride could abstract from Broxden

Constraints


The M90 motorway, in particular the route between Bridge of Earn and Oudenarde (active travel movements)

Located on a single track section of line (Ladybank to Hilton Jtn) restricting timetabling capabilities

Commitments to reduce journey times on the Highland Mainline.

Expansion of rail infrastructure is constrained by land ownership

The Edinburgh to Perth railway line limiting the crossing points (active travel movements)

Rail capacity constraints on approach to Edinburgh (number of trains and capacity on trains)

POIC summary

Existing long distance bus and coach services passing existing or suitable new park and ride sites

Bridge of Earn is currently served by a range of regular bus services.

Timetabling and long distance journey times – impact of new station

Perth to Edinburgh rail journey times are not competitive compared to other modes

Reliance on private car for journeys to work (48% from Bridge of Earn)

Location next to the M90 makes it challenging to incentivise public transport use

Location on the Edinburgh to Perth rail line provides the opportunity for a new rail station





Purpose of TPOs: Clarifies what the study aims to achieve

Basis for directing and guiding the study process

Provide basis for appraisal of alternative options

Central to monitoring and evaluation

Facilitate accountability of the decision maker

Can evolve through the study

Objectives should:

Reflect evidence base and established policy directives

Reflect multi-modal nature of study

Be SMART(Specific, Measurable, Attainable, Relevant, Timed)

Be manageable in number



Emerging TPOs:

Improve door-to-door connectivity by sustainable modes for strategic trips:

Bridge of Earn and Perth West to Scotland’s Cities

Improve door-to-door connectivity by sustainable modes and modal shift to local destinations :

Bridge of Earn to Abernethy, Perth and Newburgh

Reduce congestion on routes into Perth on the A90 and A912


Option Generation


Option Generation

To derive a range of options which should provide the solutions to meet the Transport Planning Objectives and alleviate the problems or address the opportunities identified.

Derive options which fully reflect the range available.

Option generation should not be constrained at this stage.

Measures can be packaged if appropriate

Existing options have been collated from: previous studies; and

the statutory planning process (transport and land use plans);


Option Generation - Workshop

Active travel:

Improve the active link TayPlan has around the Tay Corridor for recreational journeys;

Cycling Masterplan Perth to Bridge of Earn cycle route;

Junction improvements at the M90 slips at Bridge of Earn (Junction 9) to suit active travel;

Improve local cycle routes; and

Public cycle hire.

Aspirational NCN 777 Cycling Route: Bridge of Earn to Newburgh (Tactran RTS)

Bus:

Improving local bus and coach services; and

Live bus feed information at bus stops. This led to a further discussion about the cost and benefit of real time information at bus stops given the availability of smart phones.

Provide and maintain bus infrastructure, such as bus stops, bus shelters and associated infrastructure, including CCTV, lighting, buildouts, laybys, raised kerbs, etc. and ensure it meets the needs of the elderly, disabled and other encumbered passengers (Tactran RTS)

Coach park and ride site at Bridge of Earn/Oudenarde


Option Generation - Workshop

Rail:

New rail station located in Oudenarde or at the old Bridge of Earn station; and

Opportunity to develop a Parkway station.

New Rail Station at Bridge of Earn/Oudenarde (Tactran RTS)

Integration

Integrated ticketing linking local and strategic services; and

Cycle parking at strategic bus stops.

General PT:

Improving PT between Perth and Bridge of Earn, Oudenarde and Abernethy;

Improve links to Edinburgh Airport; and

Improved connectivity between Perth and Edinburgh (rail or bus), faster and/or more frequent services.

Smarter Travel:

Car clubs;

Liftshare; and

Travel Plans.


Report Appendix D – Option Generation

Table 1. Option Generation and Sifting

MODE OPTION TPO1 –IMPROVETRANSPORTACCESS


SELECT/REJECT

RATIONALE

ActiveTravel

Active travel improvements including:Improve the Tay Corridor active linkidentified in the TayPlan for recreationaljourneys;Develop the Perth to Bridge of Earn cycleroute;Junction improvements at the M90 slips(Junction 9) to benefit pedestrians andcyclists;Cycle parking at bus stops/interchanges;Public cycle hire; andImproved signage.

✔ - Select

Option would support TPO1 by improving transportaccess through improvements to the active travelnetwork.

BusImprove & increase local bus/coach servicesand range of destinations, including toOudenarde

✔ ✔ Select

Option would support both TPOs by improvingtransport access to a range of destinations and alsoimprove competitiveness of PT by having more directservices

BusMeasures to increase the attractiveness ofpublic transport including investment in newbuses and live bus feed information at stops

- ✔ Select -complementary

As a component of a wider range of measures toincrease the attractiveness of public transport thisoption would support TPO2

BusImprove and increase strategic bus and coachservices

✔ ✔ Select

Option would support both TPOs by improvingtransport access to a range of destinations and alsoimprove competitiveness of PT by having more directservices



SELECT/REJECT

RATIONALE

InitiativesCreate a multi-modal ticketing system andoptimise pricing structure

- ✔ Select -complementary

As a component of a wider range of measures toimprove the competitiveness this option wouldsupport TPO2 by improving the competitiveness ofpublic transport.

Initiatives

Introduce initiatives to support moresustainable ways of travelling:improve car sharing offering and otherinitiatives in the study area by incentivisingcar sharing;promoting and encouraging more car clubs;andsupport the development of business travelplans.

✔ -Select -complementary

Option would support TPO 1 by improving access toservices

Other Use shuttle trains from Perth to Newburgh ✔ ✔ Select

Option would support both TPOs by improving accessto services, encouraging modal shift and improvingthe competitiveness of public transport over car.

Park andRide

New park & ride site:Employment site south of A912 - BrickhallFarm

✔ ✔ Select

Option would support both TPOs by improving accessto services, encouraging modal shift and improvingthe competitiveness of public transport over car.

RailNew rail station located at:Old Bridge of Earn station site; orOudenarde.

✔ ✔ Select

Option would support both TPOs by improving accessto services and improving the competitiveness ofpublic transport over car.



SELECT/REJECT

RATIONALE

Rail Re-build line from Perth to Edinburgh ✔ ✔ Reject

Option would support both TPOs by improving accessto services and improving the competitiveness ofpublic transport over car however the feasibility anddeliverability of such a project is outwith the scope ofthis study.

ActiveTravel

Cycling Masterplan Perth to Bridge of Earncycle route

RejectDuplicate see option 1

ActiveTravel

Junction improvements at the M90 slips atBridge of Earn (Junction 9) to suit active travel


ActiveTravel

Improve local cycle routes RejectDuplicate see option 1

ActiveTravel

Public cycle hire, including the potential forelectric bikes


Bus Live bus feed information at bus stops Reject Duplicate see option 4

RailNew rail station located at the old Bridge ofEarn station


Rail New rail station located in Oudenarde Reject Duplicate see option 5



SELECT/REJECT

RATIONALE

IntegrationIntegrated ticketing linking local and strategicservices

RejectDuplicate Option 3

Integration Cycle parking at strategic bus stops. Reject Duplicate see option 1

SmarterTravel

Car clubs RejectDuplicate see Option 7

SmarterTravel

Liftshare and RejectDuplicate see Option 7

SmarterTravel

Travel Plans. RejectDuplicate see Option 7

OtherBetter signage to promote Green Routes inBridge of Earn

RejectDuplicate see Option 1

Rail Opportunity to develop a Parkway station Reject Duplicate see Option 5

Park andRide

A park & ride to facilitate Bertha Park. RejectDuplicate see Option 5 and 8



SELECT/REJECT

RATIONALE

GeneralPublicTransport

Improved connectivity between Perth andEdinburgh (rail or bus), faster and/or morefrequent services.

RejectDuplicate see Option 5 and 8

Other Co-ordinated traffic lights Reject Option rejected as it does not address the TPOs

Other Build car park not houses on Oudenarde Reject Option rejected as it does not address the TPOs

Other Autonomous helicopters. Reject Option rejected as it does not address the TPOs

Other Lift-sharing web-sites Reject Duplicate see Option 7

OtherDo nothing- nothing significantly brokencurrently

RejectDo Nothing option will be included in the Do-Minimum


Improving PT between Perth and Bridge ofEarn

RejectRejected as it is not a specific option


Improving PT between Perth and Oudenarde RejectRejected as it is not a specific option



SELECT/REJECT

RATIONALE


Improving PT between Perth and Abernethy RejectRejected as it is not a specific option


Improve links to Edinburgh Airport and RejectRejected as it is not a specific option

Other Oudenarde isolation - needs urgent transportlink

RejectRejected as it is not a specific option

Bus Bus exhaust reductions Reject Rejected as it is not a specific option

Report Appendix E – Environmental Baseline

Bridge of Earn - Environmental Pre-Appraisal

In this appraisal we have provided a broad assessment using the seven-point scale assessment,

considering the following environmental sub-criteria:

Noise;

Global air quality - carbon dioxide (CO2);

Local air quality - particulates (PM10) and nitrogen dioxide (NO2);

Hydrology, Hydrogeology and Flooding;

Geology;

Biodiversity and habitats;

Landscape;

Visual amenity;

Agriculture and soils; and

Cultural heritage.

The key purpose of this stage of the STAG appraisal is to allow a comparison of the alternative

options and to filter out those options which are unsuitable on environmental grounds.

Noise

Due to Bridge of Earn’s small size it means that shops, restaurants, transport, employment andentertainment are all within close proximity to one another. Major noise contributors within Bridgeof Earn comprise predominately of road and railway traffic, with surrounding agricultural activity alsobeing a dominant source.

Air Quality

Bridge of Earn is not located within an Air Quality Management Area (AQMA). Perth AQMA lies

approximately 2.5 km to the north of Bridge of Earn and was declared for exceedances of annual mean

NO2 and PM10 concentrations. There is no air quality monitoring data available for Bridge of Earn,

but it is likely that air quality concentrations throughout the town will be good, even close to the main

roads. Modelled background pollutant concentrations produced by the Scottish government indicate

that NO2 and PM10 concentrations are well below their relevant objectives in Bridge of Earn.

Hydrology, Hydrogeology and Flooding

Hydrology

The main surface water features around the Bridge of Earn include the River Earn, located north ofthe town, running west to east with a SEPA overall classification of Moderate (2017). Deich Burn(waterbody ID 6700) runs south west to north east through the town and has a SEPA overall status ofModerate (2017). In addition, an unnamed drain/watercourse runs along the eastern edge of thetown, and like the Deich Burn, connects into the River Earn north of the town.

Hydrogeology

SEPA Records the groundwater body beneath the site to be the Bridge of Earn aquifer (ID: 150510),this groundwater body has an overall status of Good (2017). In the vicinity the Strathearn Sand andGravel aquifer (ID:150811) is recorded, with an overall status of Good (2017). The BGS records theaquifer beneath the site to be part of the Strathearn Group. This aquifer is characterised as beingmoderately productive, comprising predominantly pebbly sandstones. This aquifer is known to

produce moderate amounts of groundwater. The groundwater is within a Drinking Water ProtectedArea.

Published BGS borehole records are largely limited to the M90 corridor, however the records vieweddo not suggest a shallow groundwater table, with groundwater encountered in places in excess of10m depth.

DWQR mapping does not record private water supplies around Bridge of Earn, neither is it within aSurface Water Drinking Water Protected Area, however several Type B supplies are found just over1km from the area. No special designated areas are located on site or in the vicinity.

Flooding

According to SEPA’s Flood Risk Management Map1 fluvial flooding, up to a High risk, is recorded alongthe channels of the River Earn and Deich Burn, with the threat to existing urban areas more apparentfrom the Deich Burn. Discrete areas of medium to high risk surface water flooding are recorded aroundBridge of Earn, predominantly in a band running north west to south east. The town is within an areawhere groundwater could influence the duration and extent of flooding from other sources. The studyarea is not shown to be at risk from coastal flooding.

Geology

The soils in around Bridge of Earn are predominantly recorded as having a moderate to high topsoilorganic carbon concentration and comprise mineral soils with no peatland vegetation, excluding thebuilt up areas, which have no recorded soil. No special designated areas are located in the vicinity ofBridge of Earn, the closest features are over 2.5km away and include the River Tay, Pitkeathly Miresand Turflundie Wood.

Superficial deposits are dominated by Post-Glacial and Late-Glacial Raised Marine Deposits, theformer comprising mainly intertidal silt and clay, the latter comprising littoral & deltaic sand, silt andsubtidal clay. Alluvium is recorded along river channels, predominantly in the north, with the widersurrounds recorded as Glacial Till. Published BGS borehole are largely limited to the M90 corridor butconfirm the presence of sand, silt and clays, apparently in excess of 40m thick.

Geologically the study area sits upon Upper Devonian fluvial sandstones of the Glenvale Formation.These sandstones are described as red in colour and pebbly. This formation is fault bounded on allsides, with the Moncreiffe Fault to the north and South Tay Fault to the south. To the south is an areaof Calciferous Sandstone Measures of the Ballagan Formations, whilst the wider surrounds arerecorded to comprise extrusive igneous rocks including basic pyroxene-andesite and hypersthene-andesite.

The site is not within a Coal Authority Coal Mining Reporting Area. Other potential historic sourcesof contamination and risk include former railways running through Bridge of Earn in approximatelynorth-south and west-east directions, several smithies, a gas works and agricultural use across thewider rural surrounds.

Biodiversity and Habitats

Within 5 km of the Bridge of Earn area, three sites have been statutorily designated for their

biodiversity and/or habitat interest (Table 1). These statutorily designated nature conservation sites

1 SEPA (2015), http://map.sepa.org.uk/floodmap/map.htm

must be considered when developments have the potential to impact on their qualifying features.

The following designations are included:

Special Areas of Conservation (SAC) are designated under EU Habitats Directive and safeguard

populations of species listed in the directive and the best examples of habitats listed in the

directive;

Sites of Special Scientific Interest (SSSI) are designated under the Nature Conservation

(Scotland) Act 2004 and safeguard nationally important species populations or habitats.

Within 5 km of the Bridge of Earn area, there are two SACs and one SSSI (Table 1). Depending on the

location, nature and scale of any proposed development, the qualifying features of these sites are

potentially vulnerable to adverse impacts due to direct damage/loss of habitats, habitat

fragmentation, barriers to species movement, loss of connectivity between important sites/habitats

and disturbance to or degradation of the qualifying feature. The principal potential impacts that may

affect these sites are listed in Table 1.

There are thirteen areas listed on the Ancient Woodland Inventory (AWI) within a wider 2 km buffer

of Bridge of Earn but no AWI sites in Bridge of Earn itself (Map 2). Scottish Planning Policy identifies

ancient woodland as ‘an important and irreplaceable national resource that should be protected and

enhanced. AWI sites within the Bridge of Earn area are vulnerable to direct loss and damage,

fragmentation, loss of connectivity and degradation and should be considered at an early stage of

any proposed development.

In line with the Perth and Kinross Local Development Plan, proposed developments should take

account of Policy 36: Environment and Conservation, Policy 38: Forestry, Woodland and Trees, Policy

39: Biodiversity and Policy 40: Green Infrastructure. Collectively, these policies aim to ensure that

developments take account of designated sites, other important nature conservation sites/areas and

species of conservation importance.

Table 1: Designated Sites

ProtectedArea

Designation Qualifying features (biological)Potential effects associated withdevelopment

River TaySAC

River lamprey

Brook lamprey

Sea lamprey

Otter

Clear-water lakes or lochs withaquatic vegetation and poor tomoderate nutrient levels

Atlantic salmon

Loss of connectivity

Degradation

PitkeathlyMires SAC

Fens: Basin fen

Slender green feather-moss

Very wet mires often identified byan unstable `quaking` surface

Degradation

Kinnoull Hill SSSI

Upland oak woodland

Non-montane rock habitats: Rockyslopes

Igneous petrology: Carboniferous-Permian igneous

Loss of connectivity

Degradation

Landscape and Visual Amenity

Bridge of Earn lies on the south bank of the River Earn, 3km to the south of Perth. It is in the valley

setting of Strathearn, a Broad Valley Lowland landscape character type (LCT) running from west to

east where the river joins the Firth of Tay. The settlement lies on the south side of the meandering

river and to the west of the M90 motorway. The surroundings are predominantly flat agricultural

land with scattered farms and small settlements. The built-up area is currently expanding to the east

of the motorway in the Oudenard area which is designated a strategic expansion area for housing.

The settlement comprises predominantly modern housing, although there is an older village core in

the north close to the river Earn, with some listed buildings. There are a number of greenspaces

including a small park and a corridor along the Deich Burn.

The settlement and Strathearn are separated from Perth and Strath Tay by the Gask/Dupplin Ridge

and Moncreiffe Hill, a Lowland Hills LCT. The higher and steeper Ochil Hills, an Igneous Hills LCT, lie

to the south of Strathearn.

Bridge of Earn itself does not lie within a designated landscape, although two local landscape

designations bracket the river valley, lying within 2km of the settlement: the Ochil Hills SLA to the

south and southwest and the Sidlaw Hills SLA to the north and northeast.

The Perth greenbelt lies immediately to the north of the settlement, its southern boundary defined

by the river.

There is an inventory Garden & Designed Landscape on the southern edge of Strathearn, 2km to the

south of the settlement. Other GDLs are at least 5km distant.

Potential visual receptors include:

residents of/ visitors to the settlement

users of the A912 and B935 passing through

cyclists on Cycle Route 775

drivers on the M90

users of core paths surrounding Bridge of Earn, including those overlooking the setting ofBridge of Earn and Strathearn from Moncreiffe Hill and the northern edge of the Ochils.

Agriculture and soils

Scotland Environment Web’s ‘National Scale Land Capability for Agriculture Map’ shows the landwithin/surrounding Bridge of Earn comprises of land with the following classifications:

Class 3.1 - Land capable of producing consistently high yields of a narrow range of crops and/or moderate yields of a wider range. Short grass leys are common; and

The Bridge of Earn area has a proud agricultural history and is an important area for livestock and cropfarming in Scotland.

Cultural heritage

The village of Bridge of Earn is relatively recent, having been established in the late eighteenth

century “for the accommodation of strangers frequenting the [mineral] wells” (Cumming 1845, 797).

The parish church for Dumbarny was relocated in 1689 to “near the bridge of Earn” (Beatson 1793,

404) and that building was itself replaced by the present building in 1787. The bridge after which the

village is named is a Scheduled Monument which is “supposed to be of great antiquity” (Beatson

1793, 401) and is believed to date from the fourteenth century (Cumming 1845, 811). The new

bridge, which is part of the A912, was designed by John Rennie and built in 1819. The village of

Bridge of Earn contains 13 category C Listed Buildings that date from the eighteenth and nineteenth

centuries. The cropmark of a possible prehistoric settlement is located approximately 1 km west of

the village.

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